PTM

The best safety device in any aircraft is a well-trained crew. TM

PILOT TRAINING MANUAL

Pilot Training Manual

Cessna Citation S/II
First Edition
Revision 0.6

Cessna
FIRST
EDITION
REVISION
0.6 Citation S/II
F O R T R A I N I N G P U R P O S E S O N LY

NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual and Maintenance Manuals. It is to be used
for familiarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.

We at FlightSafety Textron Aviation Training want you to have the best training possible. We
welcome any suggestions you might have for improving this material or any other aspect
of our training program.

NOTICE
Textron Aviation Inc. materials in this training program have been
reproduced with permission and are copyrighted by Textron
Aviation Inc.

NOTICE
These items are controlled by the U.S. Government and
authorized for export only to the country of ultimate destination
for use by the ultimate consignee or end-user(s) herein identified.
They may not be resold, transferred, or otherwise disposed of,
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after being incorporated into other items, without first obtaining
approval from the U.S. government or as otherwise authorized by
U.S. law and regulations.

F O R T R A I N I N G P U R P O S E S O N LY
F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2020 FlightSafety Textron Aviation Training, LLC.
Unauthorized reproduction or distribution is prohibited.
All rights reserved.
 INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original......................... 0.0............OCT 2012 Revision........................ 0.4............ JAN 2018

Revision........................ 0.1............OCT 2013 Revision........................ 0.5............ DEC 2019
Revision........................ 0.2............AUG 2015 Revision........................ 0.6............MAY 2020
Revision........................ 0.3............OCT 2016
NOTE:
Revision numbers in footers occur at the bottom of every page that has technical changes to
the text and/or illustrations. Reflow of pages, grammatical, or typographical changes that do
not affect the meaning are excluded from this list.
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision
No. No. No. No.
Cover...................................................... 0.6 10-i—10-iv.............................................. 0.5
i—iii......................................................... 0.6 10-1—10-14........................................... 0.5
iv—vi....................................................... 0.5 11-i—11-iv.............................................. 0.5
1-i—1-iv.................................................. 0.5 11-1—11-10........................................... 0.5
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 CONTENTS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEM
Chapter 18 WEIGHT AND BALANCE
Chapter 19 FLIGHT PLANNING AND PERFORMANCE
APPENDIX A
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1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
INTRODUCTION.................................................................................................................. 1-1
GENERAL.............................................................................................................................. 1-1
STRUCTURES....................................................................................................................... 1-2
Nose Section.................................................................................................................... 1-2
Flight Compartment........................................................................................................ 1-5
Entrance Door................................................................................................................. 1-5
Emergency Exit............................................................................................................... 1-6
Cabin............................................................................................................................... 1-6
Wing................................................................................................................................ 1-8
Tail Cone Compartment.................................................................................................. 1-8
Empennage...................................................................................................................... 1-9
SYSTEMS.............................................................................................................................. 1-9
Electrical.......................................................................................................................... 1-9
Fuel.................................................................................................................................. 1-9
Engines............................................................................................................................ 1-9
Ice Protection................................................................................................................... 1-9
Environmental................................................................................................................. 1-9
Hydraulic....................................................................................................................... 1-10
Flight Controls............................................................................................................... 1-10
Avionics......................................................................................................................... 1-10
Publications................................................................................................................... 1-10
LIMITATIONS...................................................................................................................... 1-10
EMERGENCY/ABNORMAL.............................................................................................. 1-10

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ILLUSTRATIONS
Figure Title Page
1-1. Cessna Citation S/II................................................................................................. 1-2
1-2. Exterior Three-View Drawing................................................................................. 1-2
1-3. Braked Taxi Turnaround........................................................................................... 1-3
1-4. Nose Baggage Compartment................................................................................... 1-4
1-5. Baggage Door Uplatch............................................................................................ 1-4
1-6. Sight Gages.............................................................................................................. 1-4
1-7. TKS Sight Gage and Filler Port............................................................................... 1-4
1-8. Flight Compartment................................................................................................. 1-5
1-9. Pilot’s Foul Weather Window................................................................................... 1-5
1-10. Entrance Door, Pins, Interior Handle, and Latch Release....................................... 1-6
1-11. Emergency Exit........................................................................................................ 1-6
1-12. Interior Arrangements.............................................................................................. 1-7
1-13. Wing Leading and Trailing Edge............................................................................. 1-8
1-14. Tail Cone Baggage Compartment............................................................................ 1-8
1-15. Empennage.............................................................................................................. 1-9

TABLES
Table Title Page
1-1. Aircraft General Annunciators............................................................................... 1-10

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1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This training manual provides a description of the major airframe and engine systems installed in the
Cessna Citation S/II. The information contained herein is intended only as an instructional aid. This
material does not supersede, nor is it meant to substitute for, any of the manufacturer’s maintenance
or operating manuals. The material presented has been prepared from current design data.

GENERAL
The Citation S/II is certified in accordance with The minimum crew requirements for operations
FAR Part 25 airworthiness standards and utilizes in the Citation S/II are one pilot and one copilot.
the failsafe construction concept. It combines The pilot-in-command must have a Citation type
systems simplicity with ease of access to reduce rating and meet the requirements of FAR 61.58
maintenance requirements. Low takeoff and for two-pilot operation. The copilot shall possess
landing speeds permit operation at small and a multiengine rating and meet the requirements of
unimproved airports. Medium bypass turbofan FAR 61.55.
engines contribute to overall operating efficiency
and performance.

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STRUCTURES The distances required for a braked taxi turn-

around can be seen in Figure 1-3.
The Citation S/II (Figure 1-1) is a pressurized low-
wing monoplane. Two Pratt and Whitney Aircraft NOSE SECTION
of Canada Limited JT15D-4B turbofan engines are
pylon mounted on the rear fuselage. The nose section is an unpressurized area containing
the avionics compartment, an equipment area,
Figure 1-2 shows a three-view drawing of the and a baggage storage area. The avionics area is
Citation S/II, containing the approximate exterior accessible through a removable radome, whereas
and cabin dimensions. the baggage compartment (Figure 1-4) has two
swing-up doors hinged in the center.

Figure 1-1.   Cessna Citation S/II

52.20 FEET

19.00 FEET

17.60 FEET

CABIN
HEIGHT (OVER AISLE) . . . . . . . . . . . . 4.8 FEET
LENGTH (PRESSURIZED CABIN) . . . 20.9 FEET
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . 4.9 FEET

15.00
FEET

18.20 FEET
47.20 FEET

Figure 1-2.   Exterior Three-View Drawing

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1 AIRCRAFT GENERAL
69.9 F E E T

CUR B TO CURB
38.4 F E E T

17.6 F E ET

20.2 F E ET

Figure 1-3.   Braked Taxi Turnaround

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CAUTION
Ensure that the key is removed prior to
flight to prevent possible ingestion of the
key into an engine.

A locking mechanism on each door holds the door

in the full open position until the release button
is depressed. The alcohol and brake reservoirs,
the power brake accumulator, and the pneumatic
bottle are all located behind the right aft bulkhead
of the nose baggage compartment (Figure 1-6). A
TKS surface anti-icing system is supplied from a
reservoir of monoethylene glycol in the right-hand
forward side. (Figure 1-7.)

Figure 1-4.   Nose Baggage Compartment

The nose baggage doors incorporate two mechanical

locks each. The door locking system operates a
microswitch in each forward locking assembly
which is connected to the DOOR NOT LOCKED
warning circuit. A manual light switch is located in
the compartment. A microswitch located at the left
and right baggage door uplatch assembly (Figure
1-5) will extinguish the baggage compartment light Figure 1-6.   Sight Gages
as the doors are closed if the manual light switch is
left on. A key lock is also provided to give added
insurance of a locked door.

Figure 1-5.   Baggage Door Uplatch

Figure 1-7.   TKS Sight Gage and Filler Port

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1 AIRCRAFT GENERAL
FLIGHT COMPARTMENT ENTRANCE DOOR
Two complete crew stations are provided with dual The entrance door opens outboard and is held
controls, including control columns, adjustable open by a mechanical latch. (Figure 1-10.) A latch
rudder pedals, and brakes (Figure 1-8). There release is located in the interior of the cabin on the
are two fully adjustable seats with seat belts and forward edge of the door opening, next to the light
shoulder harnesses. switch. This latch release must be depressed before
the door can be closed.
The foul weather window on the pilot’s side can be
opened, as seen in Figure 1-9.

Figure 1-8.   Flight Compartment

Figure 1-9.   Pilot’s Foul Weather Window

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Figure 1-10.   Entrance Door, Pins, Interior Handle, and Latch Release

The entrance door is secured in the closed position

by twelve locking pins attached to a handle. The
handle linkage can be operated from the inside
or outside of the door. The exterior handle can be
secured with a key lock for security. The lower
forward locking pin activates a microswitch in the
door warning circuit that illuminates the DOOR
NOT LOCKED annunciator whenever the door is
not closed and locked. The door also incorporates
five indicator windows in the locking system to
show a visual closed-and-locked condition. When
the door is closed and locked, the lower forward
locking pin depresses a plunger. This opens a valve
to allow bleed air to inflate the pneumatic cabin
door seal, which is installed in the door perimeter
to prevent cabin pressure loss.

EMERGENCY EXIT
An emergency exit, located opposite the entrance
door on the right side of the fuselage (Figure 1-11),
opens inboard. It is a plug-type door installation
and has a provision for inserting a locking pin to
prevent unauthorized entry while the airplane is Figure 1-11.   Emergency Exit
on the ground. The pilot must ensure that this pin
is removed prior to flight. Both the cabin entrance CABIN
door and emergency exit door can be opened from
either outside or inside the airplane. The emergency The cabin extends from the forward to the aft
exit door is not connected to the door warning pressure bulkhead and measures approximately 21
circuit. feet in length, 5 feet in width, and 5 feet in height.
The cabin baggage compartment is located aft of the
rear seats and has a capacity of 600 pounds. Figure
1-12 shows the various interior arrangements.

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MIDSHIP MIDSHIP
BAGGAGE REFRESHMENT CENTER TOILET BAGGAGE REFRESHMENT CENTER TOILET

10 6 8 T 10 6 8 T

CITATION S/II PILOT TRAINING MANUAL

9 5 7 9 5 7

STANDARD BAGGAGE OPTION 3 WIDE DOOR BAGGAGE

FOR TRAINING PURPOSES ONLY

MIDSHIP MIDSHIP
BAGGAGE REFRESHMENT CENTER TOILET BAGGAGE REFRESHMENT CENTER TOILET

10 4 6 8 T 10 4 6 8 T

T
9 3 5 7 9 3 5 7

OPTION 1 BAGGAGE OPTION 4 WIDE DOOR BAGGAGE

BAGGAGE TOILET BAGGAGE TOILET

10 4 6 8 T 10 4 6 8 T
T

T
9 3 5 7 9 3 5 7

OPTION 2 BAGGAGE OPTION 5 WIDE DOOR BAGGAGE

Figure 1-12.   Interior Arrangements

RR182701-7
TECH CHECK
12/23/97
01-13

1 AIRCRAFT GENERAL
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Additional baggage storage is available in the On airplanes SNs 0001 through 0092 except those
nose compartment and in the tail cone. A typical with SB S550-57-2, sixteen vortex generators are
interior arrangement consists of eight passenger installed atop the wing forward of the ailerons.
seats plus two pilot seats and a toilet. The cabin area
is provided with dropout, constant-flow oxygen
masks for emergency use. The cabin overhead TAIL CONE COMPARTMENT
panels contain individual air outlets and seat The tail cone compartment is pressurized by ram
lighting for passenger comfort. Indirect lighting air and contains the major components of the
for the cabin is provided by two rows of fluorescent hydraulic, environmental, electrical distribution,
bulbs running the length of the cabin controlled by flight controls, and engine fire extinguishing
a switch near the cabin entrance. systems. Access is through an entrance door on
the left-hand side of the fuselage below the engine.
WING This entrance door is to the tail cone baggage
compartment (Figure 1-14) and entrance to the
The wing consists of two sections attached to rest of the tail cone is via a door on the forward
30-inch center section stubs which are part of the bulkhead of the baggage compartment.
fuselage carry-through structure. Each wing is a
fuel tank. Speedbrakes and flaps are also on each The tail cone compartment door is secured at the
wing (Figure 1-13). top by two mechanical latches and is hinged at the
bottom.
The leading edges of the wings are protected
against ice buildup by the TKS anti-icing system
exuding monoethylene glycol through porous
titanium panels.

Figure 1-13.   Wing Leading and

Trailing Edge Figure 1-14.   Tail Cone Baggage
Compartment

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A microswitch, operated by the forward mechanical FUEL
door locking latch, is connected to the DOOR NOT
LOCKED warning circuit. A light switch on the The fuel system has two distinct, identical wing
forward edge of the door opening is powered from tanks. Each wing tank stores and supplies fuel to
the hot battery bus and provides illumination of its respective engine, with a crossfeed capability
the tail cone area for preflight inspection purposes. incorporated. All controls and indicators are
A microswitch installed in the door track will located in the cockpit.
extinguish the light when the door is closed if
the manual switch is left on. A key lock, centered
between the two latches, is installed to ensure a ENGINES
locked condition. Two United Aircraft (Pratt and Whitney) JT15D-
4B turbofans, installed on pylons mounted
EMPENNAGE on the rear fuselage, produce 2,500 pounds of
thrust each. Ice protection, fire detection, and
The empennage consists of a vertical stabilizer, extinguishing systems are incorporated. Optional
horizontal stabilizers, and a dorsal fin. (Figure 1-15.) target-type thrust reversers, individually operated
The leading edges of the horizontal stabilizers by conventional “piggyback” controls mounted on
are anti-iced by the TKS system. The dorsal fin, the throttles, are available.
attached to the top side of the rear fuselage, has a
ram-air duct to provide air for use in the airplane air
cycle machine heat exchangers and the windshield ICE PROTECTION
bleed-air heat exchanger. Anti-ice protection for the wings and horizontal
stabilizer leading edges is provided by a TKS
system using a solution of monoethylene glycol.

Engine compressor bleed air heats the engine

nose cone, nacelle inlet, T1 temperature probe,
and the first set of stator vanes on each engine.
Engine bleed air can be discharged through nozzles
directed at the front of the windshields. Isopropyl
alcohol is available to anti-ice the left windshield
in the event that bleed air is not available. Electrical
heaters are employed by pitot-static and angle-of-
attack sensors. All bleed-air and electrical anti-ice
systems should be turned on prior to operation in
visible moisture when the outside air temperature
is +10°C and below.

Figure 1-15.   Empennage
ENVIRONMENTAL
SYSTEMS Cabin pressurization utilizes bleed air from the
engines which is conditioned by an air cycle
machine. Temperature is controllable, and the
ELECTRICAL system provides sufficient pressure to maintain
sea level pressure up to an approximate altitude
The airplane DC buses are supplied from two of 23,000 feet and approximately 8,000 feet cabin
starter-generators. Engine starting and secondary pressure at a cruise altitude of 43,000 feet. These
DC power are available from either the battery or pressures are based on a pressure differential of
an external source. Two static inverters provide 8.7 psi. The oxygen system supplies the cockpit
AC power. through quick-donning masks and the cabin
through dropout masks automatically deployed in
the event of excessive cabin altitude.

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HYDRAULIC The Cessna checklist contains abbreviated

operating procedures and abbreviated performance
Engine-driven pumps supply hydraulic pressure data. If any doubt exists or if the conditions are
for operation of the landing gear, speedbrakes, not covered by the checklist, the AFM must be
flaps and optional thrust reversers through an consulted.
open center system. The main gear are equipped
with antiskid-controlled wheel brakes, operated The Citation S/II Weight and Balance Manual
hydraulically from a separate hydraulic system. contains detailed information in the form of tables
Pneumatic backup is available for landing gear and diagrams. However, it is not required to be in
extension and braking. the airplane as the basic empty weight and moment,
and means of determining the center-of-gravity
location are all contained in the AFM.
FLIGHT CONTROLS
Primary flight control is accomplished through CAUTION
conventional cable-operated surfaces. Trimming is
provided by aileron, elevator, and rudder tabs. The Ensure that the key is removed prior to
elevator trim is both mechanically and electrically flight to prevent possible ingestion of the
actuated. Hydraulically operated speedbrakes are key into an engine.
installed on the upper and lower wing surfaces and
flaps are installed on the trailing edges. Nosewheel
steering is mechanically controlled by the ­rudder LIMITATIONS
pedals.
For specific information on limitations, refer to the
FAA-approved AFM.
AVIONICS
The standard factory-installed avionics package
includes weather radar, altitude encoding
transponder, autopilot, and integrated flight director
EMERGENCY/
system. Communication is provided by two VHF ABNORMAL
transceivers. Navigation equipment includes
digitally tuned ADF, DME, and two VOR/localizer/ For specific information on Emergency/Abnormal
glide slope/marker beacon receivers. procedures, refer to the FAA-approved AFM.

Table 1-1.   AIRCRAFT GENERAL

PUBLICATIONS ANNUNCIATORS
The FAA-approved Airplane Flight Manual (AFM) ANNUNCIATOR DESCRIPTION
is a required flight item. It contains the limitations,
operating procedures, performance data pertinent DOOR NOT LOCKED
to takeoffs and landings, and weight and balance This annunciator indicates the main
cabin door is not secure, or the tailcone
data. It does not contain enroute performance compartment, or either nose baggage
information. The AFM always takes precedence door is not locked.
over any other ­publication.

The Citation S/II Operating Manual contains

expanded descriptions of the airplane systems
and operating procedures. It contains enroute flight
planning information as well as some takeoff and
landing performance information.

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CHAPTER 2
ELECTRICAL POWER SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 2-1

2 ELECTRICAL POWER
GENERAL................................................................................................................................2-1

SYSTEMS
DC POWER............................................................................................................................ 2-2
Battery............................................................................................................................. 2-2
Starter-Generators........................................................................................................... 2-2
External Power................................................................................................................ 2-3
Distribution...................................................................................................................... 2-3
Control............................................................................................................................. 2-4
Monitoring....................................................................................................................... 2-4
Protection........................................................................................................................ 2-7
Operation......................................................................................................................... 2-8
AC POWER............................................................................................................................ 2-9
General............................................................................................................................ 2-9
Control............................................................................................................................. 2-9
Monitor and Test.............................................................................................................. 2-9
Operation......................................................................................................................... 2-9
LIMITATIONS...................................................................................................................... 2-11
EMERGENCY/ABNORMAL.............................................................................................. 2-11
QUESTIONS........................................................................................................................ 2-12

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ILLUSTRATIONS
Figure Title Page
2-1. Battery Location...................................................................................................... 2-2
2-2. Generator Circuit..................................................................................................... 2-2
2-3. External Power Receptacle...................................................................................... 2-3

2 ELECTRICAL POWER
2-4. External Power Circuit............................................................................................. 2-3

SYSTEMS
2-5. DC Electrical Controls............................................................................................. 2-4
2-6. System Distribution................................................................................................. 2-5
2-7. Pilot and Copilot Circuit-Breaker Panels................................................................ 2-6
2-8. Electrical Indicators................................................................................................. 2-7
2-9. GCU Circuit............................................................................................................. 2-7
2-10. AC Controls............................................................................................................. 2-9
2-11. AC System Distribution......................................................................................... 2-10

TABLES
Table Title Page
2-1. Electrical System Annunciators............................................................................. 2-11

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CHAPTER 2
ELECTRICAL POWER SYSTEMS

2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation S/II.
Included is information on the DC and AC systems. The DC system consists of storage, generation,
distribution, and system monitoring. The AC system consists of generation, distribution, and
system monitoring. Provision is also made for a limited supply of power during emergency
conditions in flight and connection of an external power unit while on the ground.

GENERAL
Direct current provides the principal electric entire system or, by working in parallel, to share
power for the Citation S/II. Two generators are the system load. The hot battery and emergency
the primary power sources; as secondary sources, buses are normally tied to the main system, but may
battery or external power may also be utilized. be isolated to only the battery or external power
Normal distribution of DC power is via three left sources. When the airplane is on the ground, an
and three right buses connected by a tie bus. This external DC power source (EPU) may be utilized
arrangement allows either generator to power the to supply electrical power to the buses.

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DC POWER A battery in good condition should supply power

to all buses for approximately 10 minutes. If only
the hot battery and emergency buses are powered,
BATTERY battery life should be approximately 30 minutes.
A standard nickel-cadmium battery with 19 cells
provides 24-volt power and is rated at 39 ampere- STARTER-GENERATORS
hours. An optional 20-cell battery is available. The
battery, located in the tailcone compartment (Figure Two engine-driven DC starter-generators, one
2-1), is provided with a manual quick-disconnect mounted on each engine accessory gearbox, are
2 ELECTRICAL POWER

and is accessible through the tailcone door. the primary source of power and supply all DC
buses. Each generator is air-cooled, rated at 30 volts
SYSTEMS

DC, regulated to 28.5 volts, 300 amperes, and is

capable of 50% overload to 450 amperes for five
minutes. The maximum total amperage load with all
electrical equipment in operation is approximately
417 amperes. The generators are used as motors
for engine starting, then become generators at
the completion of the start cycle. Each generator
system is operated independently, but power is
distributed through systems that are in parallel
except under fault conditions. The generators
share loads equally (± 10% of load) during normal
operation via an equalizer connection between the
Figure 2-1.   Battery Location generator control units (GCU).
The battery is always connected to the hot battery DC power from the engine-driven generators is
bus. It is susceptible to, and must be protected from, distributed to two main DC buses (Figure 2-2).
overheat due to excessive charging. Therefore, use The two main DC buses are paralleled through
of the battery is limited to three engine starts per two 225 ampere current limiters connected to the
hour. During an external power start, the battery battery bus. Generator power is routed to the hot
is separated from its ground to prevent battery battery bus through the battery relay and also to
discharge during the start cycle. Consequently, a the emergency bus through the emergency relay.
start using an external power unit is not considered The battery and emergency relays are operated by
a battery start. the battery switch.

LH MAIN BATTERY BUS RH MAIN

225
A A

BAT

GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
EMER
GCU V LH V RH V GCU
START START

LH GEN HOT BATTERY BUS RH GEN

LEGEND
BATTERY POWER LH MAIN BUS POWER RH MAIN BUS POWER

Figure 2-2.   Generator Circuit

2-2 FOR TRAINING PURPOSES ONLY Revision 0.5

 CITATION S/II PILOT TRAINING MANUAL

EXTERNAL POWER Placing the battery switch to the BATT position

energizes the battery and emergency relays,
An external power unit may be connected to the allowing DC external power to be connected to
airplane DC system through a receptacle located in the battery bus, emergency bus, and the left and
the fuselage below the left engine nacelle (Figure right main buses.
2-3). External power is routed to the hot battery bus
(Figure 2-4). The battery charges from the external The external power relay is deenergized to remove
power unit regardless of the battery switch position. external power from the hot battery bus when either
generator power relay is closed. This is to prevent

2 ELECTRICAL POWER
the airplane generators and the EPU from applying
power to the airplane buses simultaneously.

SYSTEMS
NOTE
Some external power units do not have
reverse current protection and, if the unit
is turned off while ­con­nected to the air-
plane, rapid ­dis­charge and damage to the
battery can result. Always disconnect the
EPU from the airplane when not in use.
Figure 2-3.   External Power Receptacle
DISTRIBUTION
Before connecting an external power unit to a
Citation S/II, the voltage of the unit should be Direct current is distributed throughout the Citation
regulated to 28.0 volts, and the amperage output S/II by nine buses (Figure 2-5). Located in the main
should be between 800 and 1,000 amperes. junction box inside the tail-cone compartment are
two main DC buses, the battery bus, and the hot
Connecting the external power unit energizes the battery bus. Inside the cockpit, at the pilot’s circuit-
external power relay, connecting the external power breaker panels, are two main extension buses, two
source to the hot battery bus. crossover buses, and the emergency bus.

VOLTMETER

HOT BAT BUS

BATTERY EXT POWER

DISABLE RELAYS
EXT
POWER
RELAY
BATTERY
DISCONNECT
RELAY

EXT OVERVOLTAGE/
POWER OVERCURRENT
SENSOR

Figure 2-4.   External Power Circuit

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 CITATION S/II PILOT TRAINING MANUAL

The battery switch in the BATT position closes the

battery relay and the emergency relay, completing
circuits to the battery bus and the emergency bus
from the hot battery bus. In the EMER position,
only the emergency relay is energized closed,
isolating the hot battery bus and emergency bus
from the remainder of the DC system. When
isolated, the two buses are powered by the battery
or external power. When external power is not
2 ELECTRICAL POWER

applied to the airplane and the generators are on the

Figure 2-5.   DC Electrical Controls line, placing the battery switch in EMER isolates
SYSTEMS

the battery from any charging source without the

The two main DC buses are normally powered by loss of power to any buses.
the right and left generators and are tied together
by the battery bus. They may also receive power The generator switches are also three-position
from the battery or an external power unit. switches: GEN, OFF, and RESET. Placing the
switch to GEN allows the GCU to close the power
The hot battery bus is always connected directly to relay and connects the generator to its main DC
the battery. It may receive power from an external bus. With the switch in the OFF position, the power
power unit, and, during ­normal operation, it is relay will not close, and the generator will not
powered from the generators. assume any load. Placing the switch in the spring-
loaded RESET position should close the generator
The battery bus functions solely as a bus tie which field relay if it has opened.
connects the hot battery, emergency bus, and the
two main DC buses, tying the three parts into one On the center panel are two engine start buttons
integral system. which, when depressed, activate a circuit to close
the associated start relay and allow current to flow
From each main DC bus in the tail cone, an from the hot battery bus directly to the starter-
extension bus provides distribution of power to generator. A starter disengage button, located
components through controls and circuit breakers between the starter buttons, can be utilized to open
in the cockpit. The left and right main extension the start circuit if manual termination of the start
buses are located behind the pilot and copilot sequence is desired.
circuit-breaker panels ­respectively (Figure 2-6).

In order to permit logical grouping of circuit MONITORING

breakers (i.e., left and right ignition), circuit The DC electrical system is monitored by a
connection is provided from the right or left main voltmeter, two ammeters, two GEN OFF LH/RH
extension bus to the opposite circuit-breaker panel annunciators, a BATT O’TEMP annunciator, and
through the right and left crossover buses. an optional battery temperature gage (Figure 2-8).
The emergency bus is located at the copilot’s When illuminated, an amber GEN OFF LH/RH
circuit-breaker panel. annunciator light indicates an open power relay.
If both annunciator lights are illuminated, the
CONTROL MASTER WARNING lights also flash.
Control of the DC power system is maintained A voltmeter selector switch permits monitoring
with a battery switch and two generator switches of voltage on the hot battery bus or from a point
(Figure 2-7). The battery switch has three positions: between each generator and its power relay. The
BATT, OFF, and EMER. With the switch in the selector is spring loaded to the BATT position, in
OFF position, the hot battery bus is isolated from which hot battery bus voltage is indicated.
all other buses in the system.

2-4 FOR TRAINING PURPOSES ONLY Revision 0.5

 CITATION S/II PILOT TRAINING MANUAL

115-VAC 26-VAC 115-VAC 26-VAC

1 AC

INVERTER 1 INVERTER 2

2 ELECTRICAL POWER
2 OFF
EMERGENCY
INV AC
TEST SW PWR

SYSTEMS
CROSSOVER BUS SW CROSSOVER BUS

EXTENSION BUS EXTENSION BUS

PILOT’S COPILOT’S
CB PANEL CB PANEL
80 AMP LMT
225 AMP LMT

LH MAIN BUS BATTERY BUS RH MAIN BUS

55 55
EMER BUS
POWER RELAY POWER
VOLT
RELAY BATT OFF RELAY
METER
RELAY
28.5
28.5 NORM 28.5
GCU EMER GCU
START START
RELAY RELAY

LH GEN HOT BATTERY BUS RH GEN

FIELD FIELD
RELAY QUICK RELAY
DISC. EXTERNAL
POWER
RELAY
BATTERY

EPU
BATTERY
DISCONNET
RELAY

Figure 2-6.   System Distribution

CIT2 ELE-2 rev 0.0

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 CITATION S/II PILOT TRAINING MANUAL

LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL NORM EMER LH LH LH FW LH FIRE

SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS IGN BOOST SHUTOFF DET

ENG ICE SUR ICE

FLD PUMP FLD PUMP
2 2 2 2 2 2 2 5 5 71 2 15 712 2
5 * 5 * ENGINE INSTRUMENTS
CABIN
ANTI-ICE LH
T&B
STDBY
GYRO OAT
DIGITAL
CLOCK
LH PITOT
*
LH ENG W/S BLEED
STATIC BLEED AIR AIR TEMP FREON A/C FAN
TEMP
RH
IGN
RH
BOOST
RH FW
SHUTOFF
RH FIRE
DET
**
2 5 2 2 71 2 5 5 15 20 5 71 2 15 71 2 2
** YELLOW—Units 0114–On
and 0001–0113 with SSB ENVIRONMENTAL ENGINE-FUEL
S550-24-8 BLUE–0001–0113
RH
*** YELLOW—Units 0090–On
T&B RH
ALT FLT/HR
DIGITAL
CLOCK
RH PITOT
*
RH ENG W/S
STATIC BLEED AIR BLEED AIR
ICE
DETECT NAV
ANTI
COLL
BATT
TEMP
LDG
GEAR
WARN
LTS 1
WARN
LTS 2
OVER
SPEED
****
2 ELECTRICAL POWER

and 0001–0089 with SSB

S550-24-4 BLUE–0001–0089 2 2 2 2 71 2 5 5 5 5 71 2 2 2 5 2 2
**** GREEN—British Aircraft FLIGHT INSTRUMENTS WARNING
SYSTEMS

AC AOA ICE FLD W/S WING ROTATING LH THRU SKID ANG OF ENGINE NOSE
INVERTER HEATER SYSTEM ALCOHOL INSP BEACON REV CONTROL ATTACK SYNC WHL RPM
***
25 LH BUS 10 3 5 5 5 71 2 20 71 2 2 2
NO. 1 NO. 2 NO. 3
NO. 1 ANTI-ICE
RH CB
75 75 75 LH EL LH CENTER RH EQUIP RH THRUST PITCH GEAR FLAP SPEED
PANEL START PANEL PANEL PANEL PANEL COOL REVERSER TRIM CONTROL CONTROL BRAKE

35 71 2 1 5 5 5 71 2 71 2 5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS

LEFT CIRCUIT-BREAKER PANEL

LEGEND
LEFT MAIN EXTENSION BUS RIGHT CROSSOVER BUS AC BUS
* ON AIRPLANES SNS –0001 THROUGH –0095 NOT MODIFIED BY SB S550-24-6, THE ENGINE ICE FLUID
PUMP IS POWERED FROM THE RH ENG BLEED-AIR CIRCUIT BREAKER, AND THE SURFACE ICE FLUID
PUMP IS POWERED FROM THE LH ENG BLEED-AIR CIRCUIT BREAKER. THE CIRCUIT-BREAKER SUBPANEL
AFT OF THE LEFT CIRCUIT-BREAKER PANEL DOES NOT EXIST ON THESE AIRPLANES.

COMM NAV DME XPDR ADF AUDIO RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
2 2 2 2 2 2 WARN SPEED ITT SPEED FLOW QTY TEMP PRESS

71 2 2 3 2 3 3 3 2 2 2 2 2 2 2 BUS 1
115 VAC
BUS 2 BUS 1
26 VAC
BUS 2

ENGINE INSTRUMENTS 5 5 10
10
COMM NAV DME XPDR ADF AUDIO EFIS VOICE FD RMI DG AC BUS
1 1 1 1 1 1 PHONE AP DISP ADI ADV 2 2 2

71 2 2 3 2 3 3 5 71 2 1 5 5 3 1 3

COMM AREA GROUND TAS VAL NAV DATA RAD FD RMI DG

3 NAV PROX HTR NAV BANK FMS RADAR EFIS HSI ALT 1 1 1

20 2 1 15 5 5 71 2 71 2 5 5 2 3 1 3
EFIS
AVIONICS DC
NAV RMI/ADF HSI ADI GROUND VERT FD RH AC
2 2 2 2 PROX GYRO 2 2 AP START INVERTER
RH BUS
1 2 2 1 1 1 1 1 71 2 25
NO. 1 NO. 2 NO. 3
NO. 2

NAV RMI/ADF HSI ADI AIR VERT FD 75 75 75 LH CB

EFIS 1 1 1 1 DATA GYRO 1 1 RADAR FLOOD PANEL

1 1 2 2 1 2 1 1 1 5 35

AC FLT INSTR AVIONICS DC PWR RH BUS

RIGHT CIRCUIT-BREAKER PANEL

LEGEND
LEFT CROSSOVER BUS RIGHT MAIN EXTENSION BUS EMERGENCY BUS AC BUS

Figure 2-7.   Pilot and Copilot Circuit-Breaker Panels

TECH CHECK
RR1827B 02-06
2-6 FOR TRAINING PURPOSES ONLY 09/20/99
Revision 0.5
 CITATION S/II PILOT TRAINING MANUAL

LH MAIN DC BUS

Figure 2-8.   Electrical Indicators

200
The voltmeter indicates the highest voltage of the

2 ELECTRICAL POWER
100
GEN OFF
300
AMPS

source connected to the point being monitored. 0 400

LH RH
When one generator is on the line and the voltmeter

SYSTEMS
selector is in either BATT or the corresponding AMMETER
generator position, the voltmeter reads the LH GEN
LH POWER
generator’s voltage. If the voltmeter selector switch RELAY
is moved to read a generator output (generator GEN
not connected to the buses), it indicates only the CONTROL HOT BATTERY BUS
voltage output of the selected generator. The gage UNIT LH
will not read hot battery bus voltage when the GEN
ON
battery switch is in OFF.
OFF G
The ammeters read the current flow from their E
LH
individual generators to the main DC bus and, GENERATOR
N
during normal operation, their indication should be CONTROL
approximately equal (±10% of total load). Amperage SWITCH
in the circuit between the starter-generator and the
hot battery bus is not reflected on the ammeter. Figure 2-9.   GCU Circuit
The GCU permits the relay to close when the cockpit
A temperature sensor in the battery initiates a steady generator switch is in GEN and the generator output
BATT O’TEMP annunciator on the annunciator equals (within .3 volts) or exceeds system voltage.
panel (with the flashing MASTER WARNING A field relay, located in the generator control unit,
lights) when battery temperature rises to 145°F. allows or prevents field excitation within the
If the temperature continues to rise to 160°F, generator. When open, this relay deprives the power
the BATT O’TEMP annunciator flashes (with relay solenoid of its ground and causes the power
flashing MASTER WARNING lights). An optional relay to open. When an internal feeder fault (short
temperature gage, which receives input from a circuit) or an overvoltage is sensed, the field relay
separate sensor in the battery, reads temperature opens. The field relay also opens when the engine
from 0°F to 180°F. fire switch is activated. A reverse current (10% of
total load) or undervoltage opens the power relay.
In each engine start button is a light that, when
illuminated, indicates closure of the start relay. The The circuits between each main DC bus and its
light inside the STARTER DISENGAGE button extension bus are protected by three 75-ampere
has no significance for operation. It is activated circuit breakers in parallel on the corresponding
on when the panel lights are turned on for night cockpit circuit-breaker panel. A 35-ampere circuit
operations. breaker on each extension bus provides protection
between the extension bus and the crossover bus
PROTECTION on the opposite circuit-breaker panel. Various other
circuit breakers on the main buses in the tail cone
Two generator control units regulate, protect, and ­protect against overloads.
parallel the generators (Figure 2-9). Each unit
controls a power relay which connects the generator
to its main DC bus.

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 CITATION S/II PILOT TRAINING MANUAL

Between each main DC bus and the battery bus, During the exterior preflight, the battery should
a 225-ampere current limiter (fuse) protects the be visually checked for signs of deterioration or
system against overloading. Loss of either current corrosion. External power should not be connected
limiter causes the system to split and become two until these checks are complete.
independent systems (right and left). When one
generator power relay is closed, it is necessary Before starting the engines, the generator switches
to protect the 225-ampere current limiter from should be rechecked for proper position and battery
the high amperage required to start the opposite voltage verified. The battery switch should be in
engine. To provide this protection, a battery disable the BATT position in order that power from the
2 ELECTRICAL POWER

relay causes the battery relay to open the circuit main DC extension bus may close the start relay
between the battery bus and the hot battery bus when the start button is depressed. Depressing the
SYSTEMS

during the engine start sequence. start button also activates the electric fuel boost
pump, arms the ignition, and activates the engine
When an external power unit is utilized for instrument floodlight.
engine start, the battery disconnect relay opens
and removes the battery ground. This ensures Closure of the start relay, indicated by illumination
the battery is not utilized for starting power, and, of the light in the start button, connects hot battery
consequently, battery start limitations do not apply. bus power to the starter for engine rotation. At
between 8 and 10% turbine rpm (N2), the throttle
Should an external power unit’s output be excessive, should be moved from cutoff to idle. Ignition is
an overvoltage/overcurrent sensor opens the activated by a throttle switch, and a green light
external power relay and breaks the circuit to the indicates current to the exciter boxes. Within 10
hot battery bus. External power disable relays also seconds combustion should occur and be evidenced
disconnect the external power unit from the hot by rising ITT. As the engine accelerates and reaches
battery bus whenever a power relay closes, bringing approximately 38% (N 2), the start sequence
a generator on the line. There is no airplane reverse automatically terminates. The electric boost pump
current protection between the hot battery bus and and ignition deactivate, the start relay opens, and
the EPU. the engine instrument floodlight goes out. A speed-
sensing switch on the starter-­generator terminates
CAUTION the start sequence.

Some external power units do not have The starter-generator reverts to generator operation,
reverse current protection. If the unit is and the GCU allows it on the line after start
turned off while connected to the airplane, termination and when the generator ­output equals
rapid discharge and damage to the battery or exceeds system voltage.
can result. Always disconnect the EPU
from the airplane when not in use. For a subsequent engine start on the ground, the
operating generator assists the battery in providing
current to the starter. The operating engine must be
OPERATION stabilized at 49 to 50% N2. When the remaining
start button is activated, the electric boost pump
Normal operates, the ignition is armed, the engine
instrument floodlight illuminates, and both start
During the interior preflight, the generator switches relays close (the light in each button illuminates).
should be placed to GEN if a battery start is This ­generator-assist capability is disabled by the
intended or OFF if external power is to be used. squat switch when airborne.
The battery switch should be placed to BATT and
the voltmeter checked for 24 volts. When one generator power relay is closed and the
other is energized as a starter, the battery disable
After checking lights and pitot heat, the battery relay causes the battery relay to open the circuit
switch should be turned to OFF. between the battery bus and the hot battery bus
in order to protect the 225-ampere current limiter.

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 CITATION S/II PILOT TRAINING MANUAL

A start accomplished in flight utilizing the start

button is a battery start. Only the associated
start relay closes, the boost pump on that side
activates, the ignition circuit to that engine arms,
and the engine instrument floodlight illuminates.
The only difference between this start in flight
and one accomplished on the ground with one
generator on the line is that the start relay on the
same side as the operating generator will not

2 ELECTRICAL POWER
close. This isolation of the start circuit from the
operating generator and buses in flight is required Figure 2-10.   AC Controls

SYSTEMS
by certification regulations. The protection circuit
for the 225-ampere current limiter is the same as MONITOR AND TEST
described above. The AC system is monitored by a red AC FAIL
annunciators (which triggers the MASTER
An external power unit may also be utilized for WARNING lights) and two amber INVERTER
engine starts. However, prior to use, the unit should FAIL 1/2 annunciators. An inverter failure
be checked for voltage regulation (28.0 volts) and should illuminate the appropriate INVERTER
an availability of 800 to 1,000 amperes. When FAIL annunciator, the AC FAIL annunciator,
external power starts are planned, the generator and the MASTER WARNING lights. Resetting
switches should remain in the OFF position until the MASTER WARNING light resets the
the external power has been removed from the AC FAIL annunciator as well, but leaves the
airplane. Otherwise, when the first generator INVERTER FAIL annunciator illuminated. When
comes on line, the external power is automatically no power is available to any of the buses, both
disconnected from the hot battery bus, and the INVERTER FAIL 1/2 annunciators and the AC
second engine start becomes a generator-assisted FAIL annunciator illuminates, along with the
battery start. attendant MASTER WARNING lights. In this
condition, resetting the MASTER WARNING
AC POWER does not extinguish the AC FAIL annunciator. A
test switch (Figure 2-11) provides simulation of
inverter failure and corresponding indications.
GENERAL When the switch is positioned to INV 1, the
The alternating current system consists of two 115- No. 1 inverter is disabled, causing illumination
VAC buses and two 26-VAC buses (Figure 2-11). of the associated INVERTER FAIL 1
Each set (a 115-volt and a 26-volt bus) is normally annunciator, AC FAIL annunciator, and the
powered by its corresponding inverter; however, MASTER WARNING lights. Releasing the switch
either inverter can provide sufficient power to to the center position repowers the associated
supply both sets of buses, if necessary. inverter. When the switch is positioned to INV
2, the sequence is repeated for the No. 2 inverter
system.
CONTROL
A two-position switch (Figure 2-10) activates both OPERATION
inverters when moved to the AC position. Should
an inverter fail, automatic switching connects The inverters should be activated during
the remaining inverter to the buses of the failed accomplishment of the Before Taxi Checklist, and
inverter. they should be tested during the Before Takeoff
Checklist. The inverters should be turned off prior
to engine shutdown after parking.

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 CITATION S/II PILOT TRAINING MANUAL

MASTER
115 VAC-1 WARNING 115 VAC-2
RESET

5 AC 5
FAIL
2 ELECTRICAL POWER

26 VAC-1 26 VAC-2
SYSTEMS

10 10

INVERTER INVERTER INVERTER

NO. 1 FAIL NO. 2
1 2

ON
INV 1
T
E
S
T
OFF
INV 2

AC AC
25 INVERTER INVERTER 25
NO. 1 NO. 2

LH MAIN BUS EXT RH MAIN BUS EXT

LH CIRCUIT RH CIRCUIT
BREAKER PANEL BREAKER PANEL

LEGEND
LH DC BUS POWER
RH DC BUS POWER
AC POWER

Figure 2-11.   AC System Distribution

TECH CHECK
RR18270 02-10
2-10 FOR TRAINING PURPOSES ONLY 12/23/97 Revision 0.5
 CITATION S/II PILOT TRAINING MANUAL

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL

2 ELECTRICAL POWER
For specific information on Emergency/Abnormal

SYSTEMS
procedures, refer to the FAA-approved AFM.

Table 2-1.   ELECTRICAL SYSTEM

ANNUNCIATORS

ANNUNCIATOR DESCRIPTION
AC FAIL
This annunciator advises that one or both
inverters has failed. Illumination of the
annunciator also triggers the MASTER
WARNING light.

BATT O’TEMP
This annunciator will illuminate steady
when the battery temperature is over
145ºF and will flash at temperatures over
160ºF. Illumination of the annunciator also
triggers the MASTER WARNING light.
GEN OFF
This annunciator advises that the left and/
or right generator power relay is open.
Illumination of both left and right lights
will triggers the MASTER WARNING light.

INVERTER FAIL
This annunciator advises that the No. 1
or No. 2 inverter has failed. The failure of
either inverter also triggers the AC FAIL
annunciator and the MASTER WARNING
light. Resetting the MASTER WARNING
light will extinguish the AC FAIL annun-
ciator unless both inverter fail lights are
illuminated.

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 CITATION S/II PILOT TRAINING MANUAL

QUESTIONS
1. A good battery should supply power to the 7. The light in each engine start button illuminates
hot battery bus and the emergency bus for to indicate:
approximately: A. Starting is complete
A. 2 hours B. Opening of the start relay
B. 1 hour C. Closing of the start relay
C. 30 minutes D. Generator disconnect
2 ELECTRICAL POWER

D. 10 minutes
8. The generator field relay opens when:
SYSTEMS

2. The battery bus serves as: A. An internal feeder fault is sensed

A. A power-off DC source B. An overvoltage condition is sensed
B. An emergency power source C. An engine fire switch is activated
C. An extension bus D. All of the above
D. A generator tie bus
9. If a battery start is intended, the generator
3. In flight, with the generators on the line, the switches should be placed to:
battery is isolated from any charging source A. OFF
when the battery switch is in:
B. GEN
A. Off C. RESET
B. BATT D. ON
C. EMER
D. Both A and C 10. When the inverter switch is positioned to AC,
normally:
4. If manual termination of a start sequence is A. Each inverter supplies its own AC buses.
desired, the switch to press is:
B. Both inverters are paralleled to supply all
A. ENGINE START AC buses.
B. STARTER DISENGAGE C. No. 2 inverter produces only 26-VAC
C. LH START power.
D. RH START D. No. 1 inverter supplies all AC buses.

5. The voltage read on the voltmeter with the 11. Illumination of the AC FAIL annunciator and
selector switch in BATT is sensed from the: the MASTER WARNING lights indicate:
A. Battery bus A. Failure of No. 1 inverter
B. Left main bus B. Failure of No. 2 inverter
C. Hot battery bus C. Failure of both inverters
D. Right main bus D. Any of the above

6. If the generators are not operating, the 12. Positioning the inverter test switch to the INV
voltmeter reads battery voltage when the 1 position disables:
battery switch is in: A. No. 1 inverter
A. OFF B. No. 2 inverter
B. BATT C. The No. 1 inverter and both of its buses
C. EMER D. Neither inverter
D. Both B and C

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 CITATION S/II PILOT TRAINING MANUAL

13. With the battery as the only source of power 17. The correct statement is:
and the battery switch in the OFF position, the A. With external power connected and the
bus(es) powered are: battery switch in OFF, all DC buses are
A. Battery bus, hot battery bus powered from the external power unit.
B. Emergency bus, battery bus B. The battery switch must be out of the OFF
C. Hot battery bus position before the voltmeter will indicate
D. Emergency bus, battery bus, hot battery the voltage of the hot battery bus.
bus C. With external power connected and the

2 ELECTRICAL POWER
battery switch in OFF, all DC buses are
14. With the battery as the only source of power powered from the external unit except for

SYSTEMS
and the battery switch in the EMER position, the battery itself.
the following bus(es) are powered: D. The battery continues to charge with the
generators on the line regardless of the
A. Battery bus, hot battery bus
battery switch position.
B. Emergency bus, hot battery bus
C. Emergency bus only 18. Regarding the engine starting sequence
D. Emergency bus, battery bus, hot battery (battery start on the ground):
bus
A. It is normally terminated by the pilot with
the STARTER DISENGAGE button.
15. With the battery as the only source of power
B. The boost pumps and ignition switches
and the battery switch in the BATT position,
must both be in the ON position before
the following condition exists:
the start button is depressed.
A. The battery, emergency, and hot battery C. A minimum of 50% N2 is required on the
buses only receive power. operating engine prior to starting the sec-
B. All buses are powered except the ond engine.
emergency bus. D. It is terminated normally by the speed
C. LH and RH main DC buses only are sensing switch on the starter-generator.
powered.
D. All DC buses are powered. 19. The incorrect statement is:
A. The illumination of the STARTER
16. With only the hot battery and emergency buses DISENGAGE button is a function of the
powered, the following item is inoperative: panel lights master switch.
A. Nav 1 B. The generator switches are placed in the
B. Cockpit floodlights, emergency exit light OFF position for an EPU start.
C. Copilot’s compass system, Com 1 C. The battery switch is placed in the OFF
D. Nav 2 position prior to an EPU start.
D. A failed LB 225-ampere current limiter
prevents starting of the left engine.

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 CITATION S/II PILOT TRAINING MANUAL

20. Regarding a generator-assist start: 24. The BATT O’TEMP annunciator comes on
A. It is necessary to observe a drop in steady:
amperage to below 150 before depressing A. But will extinguish if the battery cools
the second start button (to protect the 225- down.
ampere current limiter). B. It will flash as the battery is cooling down.
B. The operating generator’s switch must be C. Therefore the battery switch should be
placed to OFF before the start button is placed to OFF (all buses continue to
depressed. receive power).
2 ELECTRICAL POWER

C. A maximum of 49% N2 rpm is set on the D. But the MASTER WARNING lights will
operating engine. not illuminate until the BATT O’TEMP
SYSTEMS

D. 49% to 50% N2 is set on the operating annunciator begins to flash.

engine.
25. With the battery switch in EMER in flight
21. Placing the battery switch in EMER with the (both generators on the line), the following
generators on the line: indications will be observed:
A. Will not cause the immediate loss of any A. No noticeable change will be observed.
buses. B. The voltmeter will drop to near zero as
B. Will cause loss of power to the emergency the power is lost on all buses except the
bus since the generators are on the line. emergency and hot battery buses.
C. Will still provide charging power to the C. There will be a loss of power to all buses
battery. except the emergency and battery buses.
D. Should result in the battery voltage D. The voltmeter will indicate approximately
remaining at 28.5 volts. 24 volts.

22. The correct statement regarding the GEN OFF

LH/RH annunciator is:
A. Illumination of one light triggers the
MASTER WARNING lights.
B. The light illuminates whenever the power
relay is open.
C. Illumination of the light indicates that both
the power and field relays have opened.
D. It indicates that the generator is still in its
starter mode.

23. The ignition start sequence:

A. Occurs immediately when the start button
is depressed.
B. Is initiated automatically by the speed
sensing switch at 8 to 10% N2.
C. Occurs when the throttle is brought to idle.
D. Is terminated by the fuel control step mod-
ulator when it senses ITT above 300°C.

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CHAPTER 3
LIGHTING
CONTENTS
INTRODUCTION.................................................................................................................. 3-1
GENERAL.............................................................................................................................. 3-1
INTERIOR LIGHTING.......................................................................................................... 3-2
Cockpit Lighting............................................................................................................. 3-2
Emergency Lighting........................................................................................................ 3-4
Baggage Compartment Lighting..................................................................................... 3-4
EXTERIOR LIGHTING......................................................................................................... 3-5
Navigation Lights............................................................................................................ 3-5

3 LIGHTING
Anticollision Lights......................................................................................................... 3-7
Landing/Taxi Lights........................................................................................................ 3-7
Wing Inspection Lights................................................................................................... 3-7
Recognition Lights.......................................................................................................... 3-7
Tail Floodlights................................................................................................................ 3-8
LIMITATIONS........................................................................................................................ 3-8
EMERGENCY/ABNORMAL................................................................................................ 3-8
QUESTIONS.......................................................................................................................... 3-9

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ILLUSTRATIONS
Figure Title Page
3-1. Interior Lighting Controls........................................................................................ 3-2
3-2. Map Lights and Controls......................................................................................... 3-2
3-3. Typical Control Panel Lighting................................................................................ 3-3
3-4. Cabin Lighting Controls.......................................................................................... 3-3
3-5. Passenger Advisory Sign......................................................................................... 3-4
3-6. Tail Cone Light and Switch..................................................................................... 3-5
3-7. Nose Baggage Compartment Light and Switch...................................................... 3-5
3-8. Navigation and Anticollision Lights........................................................................ 3-5
3-9. Exterior Lighting Locations..................................................................................... 3-6
3-10. Exterior Lighting Switches...................................................................................... 3-6

3 LIGHTING
3-11. Beacon..................................................................................................................... 3-7
3-12. Landing/Taxi Light.................................................................................................. 3-7
3-13. Wing Inspection Light............................................................................................. 3-7
3-14. Recognition Light.................................................................................................... 3-7

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CHAPTER 3
LIGHTING

3 LIGHTING
INTRODUCTION
Lighting on the Citation S/II is used to illuminate the cockpit area and all flight instruments. The
majority of the instruments are internally lighted. For general illumination, floodlights are used
and a map light is conveniently located for both the pilot and co­pilot positions. Standard passenger
advisory lights are available for the cabin area, and emergency lights are available to illuminate
the exits in the event of an emergency. Exterior lighting consists of navigation, anticollision,
landing, and wing inspection lights, and, as options, rotating beacon lights and tail floodlights.

GENERAL
Airplane lighting is divided into interior and c­ onsists of indirect fluorescent lights, passenger
exterior lighting. Interior lighting is further divided reading lights, two floodlights illuminating the
into cockpit, cabin, and emergency lighting. main cabin door and emergency exit areas, an aft
Cockpit lighting consists of instrument panel compartment light, and lighted signs.
lights, floodlights, and map lights. Cabin lighting

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INTERIOR LIGHTING Map Lights

Map lights are located on the left and right ­forward
Interior lighting is provided for the cockpit, cabin, overhead panel (Figure 3-2). Their brilliancy is
and tail cone area. Instruments are in­ternally controlled by rheostats located on the forward side
lighted. Switch functions are designated by of the left and right side consoles.
electroluminescent panels. All lights except the
overhead and instrument floodlights are controlled Electrical power to ­operate the map lights is routed
by a master switch and are adjusted by rheostats from the right DC crossover bus for both the pilot
(Figure 3-1). The rheostats are labeled “LEFT,” and copilot through the RH PANEL circuit breaker
“CENTER,” “RIGHT,” and “EL.” The LEFT on the pilot’s circuit-breaker panel.
rheostat controls the intensity of the instruments
on the pilot’s panel, the CENTER rheostat controls
lighting on the center instrument panel, and the
RIGHT rheostat controls instrument lighting on the
co­pilot’s panel. The rheostat labeled “EL” controls
all electroluminescent lighting. Turning the PANEL
LIGHT CONTROL master switch to ON dims
the annunciator panel lights and the landing gear
lights, illuminates the STARTER DISENGAGE
button, and actuates the control rheostats. Two
overhead floodlights and an engine instrument
floodlight, controlled by a single rheostat switch,
3 LIGHTING

are available for additional and emergency cockpit

lighting. Intensity of the overhead floodlights and
the engine instrument floodlight is controlled with
the FLOOD LTS rheostat located to the left of the
PANEL LIGHT master switch.

Figure 3-2.   Map Lights and Controls

Figure 3-1.   Interior Lighting Controls Control Panel Lights

COCKPIT LIGHTING The control panel lighting is provided by
electroluminescent light panels, consisting of
Cockpit Floodlights a layer of phosphor sandwiched between two
electrodes and encapsulated between layers of
Two cockpit floodlights located overhead, near the plastic. White lettering on a grey background is
center of the flight compartment, ­provide cockpit used on the panel faces (Figure 3-3). Control is
lighting and emergency lighting for the instrument accomplished with the lighting rheostat labeled
panel. Control is accomplished with the FLOOD “EL.” Electroluminescent panels are used on the
LTS rheostat. circuit-breaker panels, switch panel, light control
panel, environmental control panel, landing gear
An engine instrument floodlight is located on the control panel, and each throttle pedestal control
fire warning panel on the glareshield. The light panel. Electrical power to the electroluminescent
operates when either engine is in the start cycle or light panels is supplied by an inverter located in the
when the FLOOD LTS switch is turned on. Cockpit nose baggage compartment. The inverter is rated at
floodlight power is supplied by the emergency bus 40–60 VAC and is powered through the EL PANEL
through the FLOOD circuit breaker on the copilot’s circuit breaker on the left extension bus located on
circuit-breaker panel. the pilot’s circuit-breaker panel.

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The indirect fluorescent lights are controlled by

an IND LIGHT knob mounted on a switch panel
just forward and above the entrance door hinge
(Figure 3-4). When the switch is placed in the
BRIGHT position, the power is supplied through
the two pilot inverters and the control units to the
bulbs which illuminate bright. If the light switch
is in the DIM position, 28 VDC is applied to the
system, and the lights automatically illuminate
Figure 3-3.   Typical Control Panel Lighting bright for approximately three seconds, then go
to dim. The power to operate the lights is routed
Instrument Lights from the left main DC bus through the INDIRECT
Instruments are internally lighted, and the LIGHT circuit breaker on the power junction box
instrument panel lights are dimmed by rheostats in the tail cone.
controls on the light control panel.
NOTE
Power is supplied by three 5-VDC inverters. It is recommended that ground operation
A single master switch is used to operate all of the fluorescent lights be limited to
instrument and panel lights. The electrical power the bright position until the engines
source for the left panel lights is from the left have been started or until 28 VDC is
main DC extension bus and the right crossover continuously available to the lighting
for the right and center panels. Circuit protection system. For engine battery starts where
is provided through appropriately labeled circuit

3 LIGHTING
system voltage drops below 24 VDC,
breakers on the left circuit-breaker panel. operate the lights in the bright position
only until the engines are started.
Passenger Compartment
Lighting The passenger reading and cabin compartment
lights are mounted in the overhead console. The
The passenger compartment lighting includes all passenger reading lights adjust fore and aft, and each
cabin lights, utility lights, and the lighted signs. is controlled by an integrally mounted switch. The
Indirect fluorescent lights, passenger reading lights, entrance, emergency exit, and aft cabin compartment
and aft cabin compartment lights are mounted lights do not have an integrally mounted switch
overhead. and are not directionally controllable. They are
controlled from the white rocker switch located on
The indirect fluorescent light system consists of a the forward side of the main cabin entrance door and
three-position switch, inverters, control units, and are powered from the hot battery bus.
twelve fluorescent bulbs.

Figure 3-4.   Cabin Lighting Controls

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A lighted advisory sign is installed on the forward The inertia switch is mounted near the emergency
and aft cabin bulkheads (Figure 3-5). The lights battery box located above the cockpit headliner.
are controlled by the PASS SAFETY/SEAT BELT When a force of 5Gs is applied to the inertia switch,
switch on the pilot’s switch panel and inform it actuates and turns on the floodlights above the
passengers when smoking is prohibited and when entry door and above the emergency exit. The
to fasten seat belts. The switch has three positions: emergency battery does not require recharging
PASS SAFETY, OFF, and SEAT BELT. In PASS because it is connected to the hot battery bus and
SAFETY position, both the no smoking and fasten is charged by the DC system.
seat belt portions of the signs are illuminated. In
the SEAT BELT position, only the fasten seat belt For normal entry and exit from the airplane, the
portion of the signs is illuminated. In the OFF floodlights over the entry and emergency exit
position, the sign is extinguished. doors and the aft baggage compartment light are
operated from the hot battery bus by a switch at
NOTE the cabin door. For in-flight use of emergency
lighting, the passenger ad­visory switch on the
Optional safety chimes, when installed,
instrument panel operates the emergency exit and
operate in conjunction with the sign to
main cabin entrance lights when the switch is in the
alert the passengers when smoking is
PASS SAFETY position. The engine instrument
prohibited or when to fasten seat belts.
floodlight mounted on the underside of the engine
fire warning tray illuminates any time the engine
A footwell light is mounted on the forward side start circuit is activated or the cockpit floodlight
of the footwell in the toilet compartment to aid switch is in the ON position. It receives power from
in passenger safety. The light is illuminated when the emergency bus during, other than, the start
3 LIGHTING

electrical power is applied to the airplane. condition. When an engine is started, the power
source for the floodlights is the emergency lights
battery pack.
EMERGENCY LIGHTING
Emergency lighting is a separate and independent BAGGAGE COMPARTMENT
system used to provide illumination in case of
primary electrical power failure or abnormal LIGHTING
conditions. The emergency lighting consists of a Baggage and service compartment lighting
battery pack, an inertia switch, and single lights includes the tail cone compartment light and the
that respectively illuminate the cabin entrance and nose baggage compartment light. They are wired
the emergency exit. directly to the hot battery bus and consequently
do not require the battery switch to be turned on
The battery consists of 20 nickel-cadmium cells in for operation.
a box. Each cell has a nominal voltage of 1.25 volts.

Figure 3-5.   Passenger Advisory Sign

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Tail Cone A microswitch mounted on the left and right nose

baggage door catch turns the light off regardless
The microswitch installed in the tail cone access of rocker switch position when both nose baggage
door frame is designed to remove 28 VDC from doors are closed.
the light regardless of the manual toggle switch
(Figure 3-6) position when the door is closed. The
manual toggle switch controls 28 VDC to the light EXTERIOR LIGHTING
assembly when the tail cone access door is open.
The exterior lighting system consists of navigation,
anticollision, landing, and wing inspection lights.
Optional recognition and tail floodlights can
be provided. The ­exterior light system provides
necessary illumination for airplane operation
during ­the day or night. (Figure 3-9 and 3-10)

NAVIGATION LIGHTS
Figure 3-6.   Tail Cone Light and Switch A green navigation light is installed in the right
wingtip, a red on the left, and a white on the tip of
Nose Baggage Compartment the tail cone (Figure 3-8).
The manual switch assembly of the nose baggage The navigation lights are controlled with a NAV
light system is an illuminated rocker switch (Figure switch located on the instrument panel.

3 LIGHTING
3-7). The switch is mounted overhead adjacent to
the light assembly. The normal position for the
manual switch applies 28 VDC to the light. During
daylight hours or when the light is not desired,
the manual switch is positioned to OFF, which
disconnects power from the light. When the switch
is in OFF and the catch to hold the door open is
engaged, it is illuminated so that it is easy to locate
at night. ANTICOLLISION LIGHT NAVIGATION LIGHT

NAVIGATION LIGHT ANTICOLLISION LIGHT

Figure 3-7.   Nose Baggage Compartment

Light and Switch

Figure 3-8.   Navigation and

Anticollision Lights

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NAVIGATION LIGHT RECOGNITION LIGHT WING INSPECTION LIGHT BEACON TAIL FLOODLIGHTS

ANTICOLLISION LIGHT LANDING/ RECOGNITION TAIL NAVIGATION

WING INSPECTION LIGHT TAXI LIGHT BEACON
NAVIGATION LIGHT LIGHT FLOODLIGHTS LIGHT
3 LIGHTING

ANTICOLLISION LIGHT

Figure 3-9.   Exterior Lighting Locations

Figure 3-10.   Exterior Lighting Switches

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ANTICOLLISION LIGHTS
The standard anticollision lights are strobe lights
mounted in each wingtip (Figure 3-8) and are
controlled with the ANTI COLL light switch
located on the instrument panel. The switch
furnishes 28 volts DC power to the anticollision
light power supplies. Each light has its own power
supply. When DC power is supplied to the inverters,
they supply a pulsating current to the anticollision
strobe lights and cause them to flash.

The optional beacon light is a red rotating beacon

mounted on top of the vertical stabilizer (Figure
3-11). Control is with the BEACON switch located Figure 3-12.   Landing/Taxi Light
on the instrument panel.

3 LIGHTING
Figure 3-11.   Beacon Figure 3-13.   Wing Inspection Light

LANDING/TAXI LIGHTS RECOGNITION LIGHTS

A landing light is mounted on each main gear An optional recognition light, when installed,
(Figure 3-12). The landing lights are used during is mounted in the leading edge at each wingtip
landings and as taxi lights during taxiing. Each light (Figure 3-14). The purpose of the lights is to aid
is a fixed-position, sealed-beam light, controlled by in the recognition of the airplane in high-density
LANDING LIGHTS switches located on the pilot’s areas. The recognition lights are controlled with the
switch panel. The control circuit is interconnected RECOG switch located on the pilot’s instrument
with microswitches actuated by the landing gear panel.
doors so that the lights come on only when the main
landing gear doors are open.

WING INSPECTION LIGHTS

The wing inspection lights are fixed-position
lights located forward of the wing leading edge
and mounted on both sides of the fuselage (Figure
3-13).The light is used to visually check the wing
leading edge for ice accumulation. The inspec-
tion lights are controlled by a WING INSP switch
located on the pilot’s switch panel.
Figure 3-14.   Recognition Light

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TAIL FLOODLIGHTS
The optional tail floodlights are also known as
identification lights, logo lights, or telltale lights.
The floodlights are fixed-position lights located
on the left and right horizontal stabilizers. The
floodlights are used primarily for additional
airplane visibility.

The standard beacon light control switch is

removed, and a switch containing an additional
set of poles is installed to provide switch contacts
for the tail floodlights.

The light assemblies, one installed on the top side

of each horizontal stabilizer, illuminate the vertical
stabilizer.

LIMITATIONS
For specific information on limitations, refer to the
3 LIGHTING

FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

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QUESTIONS
1. The lighting rheostat labeled “LEFT” controls:
A. Pilot’s instrument panel lights
B. Center instrument panel lights
C. Copilot’s instrument panel lights
D. Both A and B

2. The lighting rheostat that controls the

electroluminescent lighting is labeled:
A. LEFT
B. CENTER
C. RIGHT
D. EL

3. Turning the PANEL LIGHT CONTROL

master switch to ON:
A. Activates the control rheostats
B. Dims the annunciator panel lights
C. Illuminates the STARTER DISENGAGE

3 LIGHTING
button
D. All of the above

4. The map lights are controlled with rheostats

located on:
A. The center pedestal
B. The pilot and copilot instrument ­panels
C. The overhead lights panel
D. The pilot and copilot side armrests

5. When the indirect fluorescent lights are

turned on and positioned to DIM, the lights
­illuminate:
A. Bright for three seconds and then dim
B. Dim
C. Bright until the switch is reactuated
D. After three seconds

6. When the landing gear is retracted, the ­landing

lights:
A. Must be manually switched off
B. Remain illuminated
C. Automatically extinguish
D. Flash the MASTER WARN lights until the
switches are turned off

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CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 4-1
GENERAL.............................................................................................................................. 4-1
ANNUNCIATOR PANEL...................................................................................................... 4-2
MASTER WARNING LIGHTS............................................................................................. 4-2
INTENSITY CONTROL........................................................................................................ 4-2
TEST FUNCTION.................................................................................................................. 4-3
AUDIO WARNING SYSTEM............................................................................................... 4-3
LIMITATIONS........................................................................................................................ 4-3
EMERGENCY/ABNORMAL................................................................................................ 4-3
QUESTIONS.......................................................................................................................... 4-4

ILLUSTRATIONS
Figure Title Page
4-1. Annunciator Panel................................................................................................... 4-2

WARNING SYSTEM
4 MASTER
4-2. MASTER WARNING Lights.................................................................................. 4-2
4-3. Rotary Test Switch................................................................................................... 4-3

TABLES
Table Title Page
4-1. Test Indication.......................................................................................................... 4-3

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4 MASTER

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION

WARNING SYSTEM
4 MASTER
The master warning system on the Citation S/II provides a warning of airplane equipment
malfunctions, indication of an unsafe operating condition requiring immediate attention, and
indication that a system is in operation.

GENERAL
The master warning and annunciator panel lights which illuminates to indicate an individual system
system consists of two master warning light fault. Red lights indicate a warning malfunction
switches and an annunciator panel light cluster, which requires immediate corrective action. Amber
which provides a visual indication to the operator lights indicate either a caution malfunction that
of certain conditions and/or functions of selected requires immediate attention, but not necessarily
systems. Each annunciator segment has a legend immediate action, or normal system operation.

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ANNUNCIATOR PANEL
The annunciator panel is located on the center
instrument panel and contains a cluster of caution/
warning lights with selected colored lenses and
legends arranged according to airplane systems.
The annunciator panel lights operate in conjunc-
tion with the master warning lights. When a system
malfunctions, the associated annunciator illumi-
nates and remains illuminated until the causative
malfunction is corrected.

MASTER WARNING Figure 4-2.   MASTER WARNING Lights

LIGHTS The master warning light will stay illuminated and

flash until reset, even if the malfunction which
There are two master warning lights; one located caused the light to illuminate has been corrected.
on the pilot’s instrument panel and one on the Pressing the master warning light does not normally
copilot’s instrument panel (Figure 4-2). When any extinguish the annunciator segment light.
red annunciator illuminates, the master warning
lights illuminate simultaneously and flash until
reset. There is only one condition during which INTENSITY CONTROL
amber annunciators cause the master warning
lights to illuminate. That condition is when both The annunciator lights will dim automatically when
GEN OFF annunciators illuminate. The seriousness the PANEL LIGHT CONTROL toggle switch is
of this condition warrants master warning light placed in the ON position.
actuation. The master warning light system
incorporates a reset switch which is actuated by
pushing in on either master light lens. Pressing the
master warning light resets the circuit and makes
the system available to alert the operator should
another system fault occur.
WARNING SYSTEM
4 MASTER

Figure 4-1.   Annunciator Panel

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TEST FUNCTION AUDIO WARNING

A rotary test switch (Figure 4-3) is located on the SYSTEM
left side of the pilot’s instrument panel. Positioning
the switch to ANNU causes all annunciators Various audio warnings are incorporated into
(except the BATT O’TEMP annunciator) and the airplane systems that warn of specific conditions
master warning lights to illuminate. Illumination and malfunctions. The systems, sounds, and
verifies only annunciator lamp integrity. Some conditions for actuation are shown in Table 4-1.
other associated system lights also illuminate when
this switch is activated. Provision to test the audio system and various
other system functions is provided and wired into
the same rotary test switch that is used to test the
annunciator system. When the switch is rotated
through each position, the associated system
functions as described in Table 4-1 will occur.

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Figure 4-3.   Rotary Test Switch

Table 4-1.   TEST INDICATIONS

SWITCH
INDICATION

WARNING SYSTEM
POSITION

4 MASTER
OFF The red light is extinguished and the test system is inoperative.
FIRE WARN Illumination of both red ENG FIRE switchlights
LDG GEAR Illumination of the green NOSE, LH, RH, and the red GEAR UNLOCKED lights and sounding of
the gear warning horn.
BATT TEMP BATT O’TEMP annunciator illuminates and flashes, the master warning lights illuminate, and the
battery temperature gage indicates 160o F.
STICK SHAKER The AOA indicator swings through its range to the shaker area and initiates shaker action.
T/REV The thrust reverser indicator and master warning lights illuminate.
W/S TEMP The W/S AIR O’HEAT annunciator will illuminate and the bleed-air solenoid control valve will close
ICE DETECT if LOW or HI is selected with the W/S BLEED switch. The ICING DETECTED annunciator will illu-
minate for approximately 65 seconds, then extinguish.
OVERSPEED The audible Mach warning signal sounds.
ANTI SKID The ANTISKID INOP annunciator illuminates.
ANNU All of the annunciator panel lights (except the BATT O’TEMP annunciator) and the master warning
lights illuminate. Also, the engine instrument LCDs will show all 8’s and will flash. Both red turbine
lights will illuminate steady.

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QUESTIONS
1. An annunciator will extinguish:
A. When pressed
B. Upon landing
C. When the malfunction is corrected
D. If the master warning system is reset under
all conditions

2. The master warning lights illuminate:

A. When any annunciator illuminates
B. When a red annunciator illuminates
C. When both GEN OFF annunciators
illuminate
D. Both B and C

3. The rotary test switch:

A. Illuminates all annunciators in the ANNU
position except BATT O’TEMP
B. Is spring loaded to OFF
C. Only illuminates all red annunciators in
the ANNU position
D. Only illuminates all amber annunciators
in the ANNU position
WARNING SYSTEM
4 MASTER

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CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 5-1
GENERAL.............................................................................................................................. 5-1
DESCRIPTION AND OPERATION...................................................................................... 5-2
Fuel Storage..................................................................................................................... 5-2
Major Components.......................................................................................................... 5-3
Controls........................................................................................................................... 5-4
Indicating System............................................................................................................ 5-4
Operation......................................................................................................................... 5-4
FUEL SERVICING................................................................................................................. 5-7
General............................................................................................................................ 5-7
Safety Precautions........................................................................................................... 5-7
LIMITATIONS........................................................................................................................ 5-7
EMERGENCY/ABNORMAL................................................................................................ 5-7
QUESTIONS.......................................................................................................................... 5-8

5 FUEL SYSTEM

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ILLUSTRATIONS
Figure Title Page
5-1. Fuel Vent Scoop....................................................................................................... 5-2
5-2. Filler Port (Typical).................................................................................................. 5-2
5-3. Drain Valves............................................................................................................. 5-2
5-4. Ejector Pump........................................................................................................... 5-3
5-5. Fuel System Controls............................................................................................... 5-4
5-6. FUEL QTY and FUEL FLOW Indicators............................................................... 5-4
5-7. Fuel System............................................................................................................. 5-5

TABLES
Table Title Page
5-1. Fuel System Annunciators....................................................................................... 5-7

5 FUEL SYSTEM

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CHAPTER 5
FUEL SYSTEM

INTRODUCTION
This chapter presents the Citation S/II fuel system. Each wing contains a fuel tank that normally
supplies its respective engine; however, fuel crossfeed capability is provided.

GENERAL
Two tanks, one in each wing, provide fuel for the panel, and is monitored by annunciator lights and
engines. Fuel flow to the engines is accomplished gages. The airframe fuel system up to the engine-
with electrically driven boost pumps and an ejector driven fuel pump is presented in this chapter. For
pump, one in each tank. The system is controlled description and operation of the engine fuel system,
by switches and a selector on the pilot’s instrument refer to Chapter 7 - “Powerplant.”
5 FUEL SYSTEM

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DESCRIPTION AND
OPERATION
FUEL STORAGE
Tanks
The “wet wing” fuel tank in each wing is an integral
part of the wing structure, sealed to contain fuel.
Each tank includes all the wing area forward of the
rear spar, except the main gear wheel well. Holes
in spars and ribs permit fuel movement within the
tanks; however, baffles in outboard ribs prevent Figure 5-2.   Filler Port (Typical)
rapid movement of fuel outboard during wing-low
attitudes. Each tank includes a vent system, fuel Identical filler assemblies are used on each wing.
quantity probes, a filler cap, sump drains, ejector Each cap is recessed for the flush fitting handles
pumps, and an electrically driven boost pump. and marked to indicate open and closed positions.
Combined usable fuel quantity of both tanks is To remove the cap, lift the handle and rotate
approximately 5,800 pounds. counterclockwise.

Tank Vents Drain Valves

A vent system is installed in each wing to maintain Six fuel quick-drain valves and one filter drain
positive internal tank pressures within the structural valve are provided for each tank. (Figure 5-3)
limitations of the wing. It permits overflow of
fuel due to thermal expansion and equalization of The drains are used to remove moisture and
pressure within the tank as fuel is consumed. The sediment from the fuel and to drain residual fuel for
vent (Figure 5-1) is anti-iced by design. LOWER SURFACE
maintenance. Each drain contains a spring-loaded
OF LEFT WING
poppet that can be unseated for fuel drainage.
FILTER
LOWER SURFACE DRAIN
OF LEFT WING
FILTER
DRAIN

DRAIN
VALVES

DRAIN
VALVES

Figure 5-1.   Fuel Vent Scoop

Tank Filler
5 FUEL SYSTEM

One flush-mounted fuel filler assembly is located

on the upper surface of each wing near the outboard
end and is used for normal fuel servicing. The filler
assembly consists of an adapter, standpipe, cap, and
a chain to attach the cap to the adapter.
Figure 5-3.   Drain Valves

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MAJOR COMPONENTS Filter

One filter is installed in the engine fuel supply line
Boost Pumps of each wing fuel system. The filter incorporates
One 28-VDC boost pump in each tank supplies fuel a differential pressure switch that illuminates
to the engine-driven fuel pump. The pump supplies the amber FUEL FLTR BYPASS LH/RH
fuel to the respective engine and crossfeed fuel to annunciator to warn of an impending filter bypass.
the opposite engine, or it can feed both engines. If the annunciator illuminates, the filter must be
The pumps are controlled by switches on the pilot’s inspected after landing to determine the cause of
instrument panel. The LH and RH main DC buses the contamination which blocked the filter.
supply power for boost pump operation.
Shutoff Valves
Ejector Pumps Firewall
There are four ejector pumps in each wing fuel Electrically operated motor-driven firewall shutoff
system, each powered by motive-flow fuel and valves, one in each engine fuel supply line, are
operated on the venturi principle. One of the controlled by red ENG FIRE switchlights on the
ejectors (primary) receives motive flow from the glareshield. Normally, the valves are to be closed
engine-driven fuel pump and is the primary source only in the event of engine fire. When both the fuel
of pressurized fuel to the engine-driven fuel pump. and hydraulic firewall shutoff valves are closed, the
The other three transfer ejectors operate on motive applicable amber F/W SHUTOFF annunciator will
flow from the primary ejector or boost pump, and illuminate.
transfer fuel from the lowest point in the tank to
the sump (Figure 5-4).
NOTE
If an engine is shut down in flight for
Crossfeed Valve reasons other than fire, the valve must
Two electrically driven crossfeed valves, normally be left open and the fuel boost pump
closed to isolate the right wing and left wing fuel operated to prevent damage to the
systems, are electrically operated by a selector on engine-driven fuel pump.
the pilot’s instrument panel. Valve opening or clos-
ing is indicated by momentary illumination of a Motive Flow
green IN TRANSIT light near the selector. When
One solenoid-operated motive-flow shutoff valve
the valves are open, fuel flow can occur from either
in each wing fuel system controls motive-flow fuel
tank to the opposite wing fuel system.
from the engine-driven pump to the primary ejector
pump. The valves are normally open. During
crossfeed operation, the valve of the tank not
supplying fuel closes when crossfeed is selected.
There is no direct indication of valve position.
HIGH VOLUME EJECTOR PUMP HIGH PRESSURE
FUEL FUEL

TO ENGINE MOTIVE FLOW

DRIVEN FUEL (FROM ENGINE
PUMPS DRIVEN FUEL
PUMPS)
5 FUEL SYSTEM

FUEL INLET FUEL IN TANK

Figure 5-4.   Ejector Pump

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Manual INDICATING SYSTEM

A manual shutoff valve is provided in each wing
fuel system. The normally open valve, located in Quantity Indication
the dry bay area, is for maintenance use only and
is not accessible in flight. The fuel system has a capacitance-probe quantity
indicating system which compensates for changes
in density caused by temperature changes. Each
CONTROLS tank contains five quantity probes which supply
quantity information to the dual-indicating FUEL
Controls for the fuel system are located on the QTY indicator on the center instrument panel
pilot’s instrument panel (Figure 5-5). The LH and (Figure 5-6). The indicator is a vertical scale
RH FUEL BOOST pump switches control the instrument ­displaying quantity in pounds for left
electrically driven boost pumps. Each switch has and right tanks.
positions labeled NORM, OFF and ON. During
normal operation of the fuel system, the NORM
position is selected. In this position, the boost
pump operates automatically during engine start,
crossfeed operation, or when low fuel pressure
is sensed in the engine fuel supply line. If the
throttle is in cutoff, the boost pump will not come
on automatically for a low fuel pressure condition,
even though the switch is in NORM. When the
switch is in the OFF position, the boost pump
operates automatically for engine start and when
crossfeed is selected from that tank. In the ON
position, the pump operates continuously.

The CROSSFEED selector has three positions

labeled LH TANK, OFF, and RH TANK. Moving
the selector out of OFF to either of the operating Figure 5-6.   FUEL QTY and
positions selects the tank from which fuel is to be FUEL FLOW Indicators
taken and the engine to be supplied.
The indicator operates on 28 VDC through FUEL
QTY circuit ­breakers on the left and right circuit
breaker panels .These are powered from the left
and right extension buses, respectively. Power loss
to either scale of the indicator is indicated by the
appearance of a red OFF flag at the top of the scale.

OPERATION
With the FUEL BOOST pump switch in NORM,
depressing an engine START button energizes the
fuel boost pump, moving fuel through the manual
shutoff valve, fuel filter, and firewall shutoff valve
5 FUEL SYSTEM

to the engine-driven fuel pump (Figure 5-7).

Figure 5-5.   Fuel System Controls

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TRANSFER EJECTOR
TRANSFER EJECTOR PUMP
PUMPS FUEL FILTER

CITATION S/II PILOT TRAINING MANUAL

BYPASS

CROSSFEED
VALVES
ELECTRIC BOOST
PUMP
CHECK VALVE
SUMP
FOR TRAINING PURPOSES ONLY

FUEL
FILTER

FIREWALL
PRIMARY EJECTOR SHUTOFF VALVE
PUMP
MOTIVE-FLOW
SHUTOFF VALVES

P P

FCU FCU
PRESSURE
SENSORS

OIL COOLER OIL COOLER

5-5

Figure 5-7.   Fuel System

5 FUEL SYSTEM
 CITATION S/II PILOT TRAINING MANUAL

When the engine start terminates, the boost pump Therefore, no fuel pressure from the right tank can
is deenergized (FUEL BOOST ON annunciator oppose the crossfeed pressure from the left tank,
extinguishes). Motive-flow fuel from the engine- and both engines are being fed from the right tank.
driven pump is directed to the primary ejector
pump, which continues to supply fuel for the A portion of the fuel being crossfed from the left to
engine-driven fuel pump. Flow from the primary the right fuel system is directed through the transfer
ejector pump is also directed to the three transfer ejector pumps in the right tank; therefore, left tank
ejector pumps which transfer fuel from the lowest fuel is also being transferred to the right tank.
point in the tank to the sump. Each engine is being Transfer rate is approximately 900 pounds per hour.
supplied from its ­respective wing tank. Monitor the FUEL QTY indicator on the pilot’s
instrument panel (Figure 5-6) for fuel balancing.
The firewall shutoff valve is normally open; it can To verify that crossfeed is in fact occurring, it is
be closed by depressing the ENG FIRE switchlight necessary to monitor the fuel quantity tapes to
in the event of an engine fire. Valve closing is observe the quantity decreasing in the tank selected
indicated by illumination of the amber F/W and the quantity increasing in the opposite tank.
SHUTOFF annunciator.
To terminate crossfeed and return the system to
A pressure switch illuminates the FUEL PRESS LO normal operation, move the crossfeed selector to
annunciator if fuel pressure becomes too low. If the OFF. This immediately opens the right motive-flow
FUEL BOOST pump switch is in NORM, the boost shutoff valve. A few seconds later (again on a time
pump is energized as indicated by illumination of delay), the boost pump is deenergized and both
the FUEL BOOST ON annunciator. If the boost crossfeed valves are closed. The IN TRANSIT light
pump can build the pressure up in the fuel supply will illuminate when the crossfeed valves start to
line, the FUEL LOW PRESS annunciator will go move to the closed position and extinguish when
out. However, the boost pump will remain on once both valves are closed. The system is now back to
it is activated until reset for low pressure. normal ­operation, each engine being supplied by
its respective tank.
Crossfeed If electrical power fails during crossfeed operation,
The crossfeed system allows both engines to be both crossfeed valves fail in the position attained
supplied from one fuel tank. at the time of power loss. The motive-flow valve
fails open. If both engines are operating, crossfeed
As an example, placing the crossfeed selector ceases since each engine pressure output is
(Figure 5-5) in the LH TANK position electrically essentially equal.
opens both crossfeed valves (green IN TRANSIT
light is on during valve opening) and energizes the NOTE
boost pump in the left tank (FUEL BOOST ON LH If both FUEL BOOST ON annunciators
annunciator illuminates). Three seconds later, the come on when crossfeed is selected,
right motive-flow shutoff valve is energized closed. both boost pumps have been energized
The time delay is built in to give the crossfeed and crossfeed cannot occur. Cycle the
valves time to open before the motive-flow pressure FUEL BOOST pump switch for the
is shut off from the right engine. nonselected tank to ON, then back to
NORM. This should deenergize the
Left tank boost pump pressure supplies fuel to pump in the tank not selected and allow
the left engine; it also supplies fuel to the right crossfeed to begin.
engine through the open crossfeed valves. Since the
5 FUEL SYSTEM

motive-flow shutoff valve in the right fuel system

is closed, motive-flow fuel from the right engine-
driven pump cannot flow to the primary ejector
pump in the right tank.

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FUEL SERVICING Table 5-1.   FUEL SYSTEM ANNUNCIATORS

ANNUNCIATOR DESCRIPTION
GENERAL FIREWALL SHUTOFF
This annunciator advises that the left or
Fuel servicing includes those procedures necessary right fuel and hydraulic valves are both
for fueling, adding anti-icing additives, and fully closed.
checking for contaminants and condensation in
the fuel. FUEL BOOST ON
This annunciator advises that power has
Fueling is accomplished through flush filler caps, been applied to the left and/or right fuel
boost pump.
one on the outboard section of each wing.

Anti-icing additive use is mandatory for all Citation FUEL FILTER BYPASS
S/II airplanes. This annunciator advises that the bypass of
the left and/or right fuel filter is impending
or occurring.

SAFETY PRECAUTIONS
FUEL LOW LEVEL
Refueling should be accomplished only in areas This annunciator indicates the fuel quantity
which permit free movement of fire equipment. is below 185 pounds usable in the left and/
or right tanks as determined by a float
Follow approved grounding p­ rocedures for the switch.
airplane and the truck.
FUEL LOW PRESS
This annunciator advises that the fuel
When adding anti-icing inhibitor, follow the pressure is low in the left and/or right
manufacturer’s instructions for blending. The engine fuel supply lines.
concentration level must be between 0.10% and
0.15% by volume. If a can is used to inject the
additive into the fuel stream, use no less than one
can per 156 gallons of fuel and no more than one
can per 104 gallons of fuel (based on 20 oz can).

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
5 FUEL SYSTEM

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QUESTIONS
1. Concerning the fuel system, the incorrect 4. If the FUEL BOOST ON LH/RH annunciators
statement is: illuminate without any action by the crew
A. The FUEL BOOST pump switches do not (engine operating normally), the probable
have to be on for engine start. cause is:
B. With the FUEL BOOST pump switches A. The engine-driven fuel pump has failed.
off, the respective boost pump will B. The firewall shutoff valve has closed.
automatically be energized whenever the C. The low-pressure sensing switch has
respective START button is depressed, or energized the boost pumps.
when crossfeed from that tank is selected. D. The fuel flow compensator has ­energized
C. It is normal for both fuel boost pumps to the boost pumps below 5 psi.
operate during crossfeed operation.
D. The fuel boost pump will be automatically 5. To verify that crossfeed is in fact ­occurring, it
energized anytime the FUEL BOOST is necessary to:
switches are in NORM and the START
A. Monitor the FUEL QTY indicators for
button is depressed, crossfeed is selected,
appropriate quantity changes.
or low pressure (5 psi) is sensed in the
engine-supply line. B. Only observe that the IN TRANSIT light
is out.
2. After engine start, the fuel boost pump is C. Ensure both FUEL BOOST ON
deenergized by: annunciators are illuminated.
D. Ensure that the FUEL BOOST pump
A. The FUEL BOOST pump switch
switch for the tank being fed is on.
B. Start circuit termination
C. Discontinuing crossfeed 6. When crossfeed is selected by positioning the
D. A time-delay relay crossfeed switch to LH TANK, and the green
IN TRANSIT light stays on:
3. Concerning the fuel system, the correct A. This is normal.
statement is:
B. The boost pumps did not actuate.
A. In the event of DC power loss, the primary C. One or both crossfeed valves did not fully
ejector pump ceases to o­ perate and the close.
engine flames out.
D. One or both crossfeed valves did not fully
B. The respective engine should be shut down open.
if the respective FUEL FLTR BYPASS
annunciator illuminates.
7. Operation of the primary ejector pump is
C. The FUEL BOOST switches should be on directly dependent upon:
for takeoff and landing.
A. DC electrical power
D. The fuel filters should be inspected prior to
the next flight if the FUEL FLTR BYPASS B. High-pressure fuel from the engine-driven
annunciator illuminates. fuel pump
C. AC electrical power supplied by the No. 1
or No. 2 inverter
D. Flow from the transfer ejector pump
5 FUEL SYSTEM

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8. If the engine-driven fuel pump fails:

A. The engine will flame out.
B. The primary ejector pump will fail also,
but the boost pump will be energized by
low pressure and will sustain the engine.
C. The transfer ejector pumps will also be
inoperative.
D. Crossfeed must be selected in order to
obtain high-pressure motive flow from the
opposite engine.

9. If crossfeed has been selected and normal

DC electrical power is lost (system switch in
EMER with a dual generator failure):
A. The system will remain in crossfeed.
B. The crossfeed valves will fail closed.
C. Both boost pumps will be energized to
terminate crossfeed.
D. The motive-flow shutoff valve will fail
open

5 FUEL SYSTEM

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INTENTIONALLY LEFT BLANK

5 FUEL SYSTEM

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POWER SYSTEM
6 AUXILIARY
The information normally contained in this chapter
is not applicable to this aircraft.

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POWER SYSTEM
6 AUXILIARY

LEFT INTENTIONALLY BLANK

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CHAPTER 7
POWERPLANT
CONTENTS
INTRODUCTION.................................................................................................................. 7-1
GENERAL.............................................................................................................................. 7-1

7 POWERPLANT
MAJOR SECTIONS............................................................................................................... 7-1
Intake and Fan................................................................................................................. 7-2
Compressor...................................................................................................................... 7-2
Combustion..................................................................................................................... 7-3
Turbine............................................................................................................................. 7-3
Exhaust............................................................................................................................ 7-3
Accessory........................................................................................................................ 7-3
OPERATION.......................................................................................................................... 7-3
ENGINE SYSTEMS............................................................................................................... 7-4
Oil System....................................................................................................................... 7-4
Fuel System..................................................................................................................... 7-5
Ignition System............................................................................................................... 7-7
Instrumentation............................................................................................................... 7-9
Engine Power Control.................................................................................................... 7-10
Synchronizing................................................................................................................ 7-11
THRUST REVERSERS ...................................................................................................... 7-11
Protection...................................................................................................................... 7-12
Control........................................................................................................................... 7-12
Indication....................................................................................................................... 7-14
Operation....................................................................................................................... 7-14
Emergency Stow............................................................................................................ 7-15

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LIMITATIONS...................................................................................................................... 7-15
EMERGENCY/ABNORMAL.............................................................................................. 7-15
QUESTIONS........................................................................................................................ 7-16
7 POWERPLANT

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ILLUSTRATIONS
Figure Title Page
7-1. Major Sections......................................................................................................... 7-2
7-2. JT15D-4B Gas Flow................................................................................................ 7-4
7-3. Oil Servicing Access................................................................................................ 7-4

7 POWERPLANT
7-4. Center Instrument Panel.......................................................................................... 7-5
7-5. Engine Oil System................................................................................................... 7-6
7-6. Engine Fuel System................................................................................................. 7-8
7-7. IGNITION Switch................................................................................................... 7-9
7-8. Ignition System........................................................................................................ 7-9
7-9. Center Pedestal...................................................................................................... 7-10
7-10. ENGINE SYNC Switch......................................................................................... 7-11
7-11. Thrust Reversers.................................................................................................... 7-12
7-12. Thrust Reverser Levers.......................................................................................... 7-12
7-13. Thrust Reverser Schematic - Deployed................................................................. 7-13
7-14. Emergency Stow Switches and Indicator lights..................................................... 7-14

TABLES
Table Title Page
7-1. Powerplant Annunciators....................................................................................... 7-15

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7 POWERPLANT

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CHAPTER 7
POWERPLANT

7 POWERPLANT
INTRODUCTION
This chapter deals with the powerplant of the Citation S/II. In addition to the powerplant, this
chapter also describes such related systems as engine oil, fuel and ignition, engine instrumentation,
engine power control, engine starting, and engine synchronization.

GENERAL MAJOR SECTIONS

Thrust is provided for the Citation S/II by two aft The engine is divided into six major ­sections:
fuselage-mounted turbofan engines manufactured 1. Intake and fan
by Pratt & Whitney Aircraft of Canada Limited.
2. Compressor
The engines (Figure 7-1) are lightweight, twin- 3. Combustion
spool turbofans designated JT15D-4B. Each engine 4. Turbine
develops 2,500 pounds of thrust in static, standard
day, sea level conditions. 5. Exhaust
6. Accessories

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HIGH-
PRESSURE HIGH-PRESSURE
CENTRIFUGAL EXHAUST SECTION
TURBINE
COMPRESSOR LOW-PRESSURE
AXIAL
TURBINES
FAN COMPRESSOR
BYPASS
AIR INTAKE DUCT
BYPASS

INLET
CONE
PRIMARY
7 POWERPLANT

PRIMARY GAS PATH

ACCESSORY
SECTION

Figure 7-1.   Major Sections

INTAKE AND FAN The low-pressure compressor, consisting of the

nongeared fan and booster stage, is an axial
This section includes the air intake and the fan compressor unit functioning to compress and
assembly. accelerate air rearward.
The air intake divides into two concentric ducts aft The outer span section of the fan stage accelerates
of the fan assembly. One duct forms a full-length a relatively large volume of air at a moderately low
bypass air duct, and the other duct is the inlet air velocity into the bypass duct. The inner section of
duct to the engine. A temperature probe called T1 the fan accelerates air rearward to the booster stage.
is mounted in the intake air duct. It is anti-iced by This stage extends only into the primary air path
bleed air whenever the engine is operating. and functions to increase air pressure and direct it
to the high-pressure compressor.
The fan assembly consists of a nose cone, a fan
stage, a single axial compression stage, and two The bypass ratio is the difference in air mass flow
sets of stator vanes. The nose cone is ­continuously between the bypass duct and the engine core.
anti-iced by engine bleed air whenever the engine This is approximately 2.7:1; therefore, the fan
is operating. contributes approximately two-thirds of the total
thrust at sea level.
COMPRESSOR The high-pressure compressor is a single-stage
The compressor consists of a low-pressure centrifugal compressor which receives airflow
compressor and a high-pressure compressor. under pressure from the booster stage. It further
increases the pressure and directs the airflow
rearward.

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COMBUSTION ACCESSORY
This section consists of an annular reverse flow The accessory section consists of a gear assembly
combustion chamber. A portion of the compressor encased and mounted on the underside of the
airflow enters the combustion chamber, fuel is engine. The accessory gear is driven by the high-
added by 12 fuel nozzles, and the mixture is pressure rotor shaft through a tower shaft and bevel
ignited by two igniter plugs. The expanding and gear.
accelerating gases are directed rearward to the
turbine. It functions to drive the ­following accessories:
• Oil pump

7 POWERPLANT
TURBINE • Hydraulic pump
This section consists of a single high-­pressure and • Fuel control unit (FCU) and fuel pump
two low-pressure turbines. • Tach generator (N2)

The high-pressure turbine is connected to the In addition to these accessories, a combination

high-pressure compressor by a rotor shaft. The DC starter-generator is mounted on the ­accessory
function of the high-pressure turbine is to extract gearcase to provide the input for engine starting.
sufficient energy from the expanding combustion
gases to drive the high-pressure compressor and
the accessory section.
OPERATION
The high-pressure compressor and turbine assembly
Air is directed from the nacelle inlet to the engine
form the high-pressure spool. The rpm of the high-
air intake (Figure 7-2). The outer span section of
pressure spool is designated “N2,” or “turbine.”
the fan compresses and accelerates a large volume
of air at a low velocity into the full-length bypass
The low-pressure turbine is two-stage. It is
duct.
connected to the low-pressure compressor by a
rotor shaft that runs through the high-­pressure
Simultaneously, the inner span section compresses
compressor rotor shaft. The function of the low-
and accelerates a volume of air to the primary
pressure turbine is to extract sufficient energy from
gas path axial compressor stage. Air pressure is
the combustion gases to drive the low-pressure
increased by the booster stage and directed to
compressor and fan.
the high-pressure compressor which accelerates
the air mass and directs it through a diffuser. The
The low-pressure compressor and its turbine
diffusion process changes the velocity energy to
form the low-pressure spool. The rpm of the low-
pressure energy. A relatively small portion of the
pressure spool is designated “N1” or “fan.”
air enters the combustion chamber where fuel is
added and ignition occurs. The combustion process
EXHAUST produces expansion and acceleration. The rest of
the compressed air is used to operate various bleed-
This section consists of the primary exhaust duct air services on the airplane and for ­internal cooling
and the bypass air duct. The primary exhaust duct in the engine.
includes a tapered cone and struts. The combination
of primary exhaust and bypass airflow produces the The high-pressure turbine extracts energy to
total propulsive force for the airplane. drive its compressor and the accessory section.
The low-pressure turbine extracts energy to drive
the low-pressure compressor (fan and booster).
The remaining energy is directed into the exhaust
section where it joins with the bypass airflow to
provide thrust.

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7 POWERPLANT

LEGEND
BYPASS AIR
PRIMARY AIR FLOW
COMBUSTION AIR

Figure 7-2.   JT15D-4B Gas Flow

ENGINE SYSTEMS
The engine systems include the following:
• Oil system
• Fuel system
• Ignition system
• Instrumentation
• Power control
• Synchronization
• Thrust reversing

OIL SYSTEM
The oil system is fully automatic and provides
cooling and lubrication of the engine ­bearings and
the accessory section.

Oil Tank
The oil tank forms an integral part of the
compressor intermediate case. An oil filler and
dipstick assembly (Figure 7-3) is accessible for
servicing and checking. Ensure that the dipstick
is fully secured after checking. The oil quantity Figure 7-3.   Oil Servicing Access
should be checked approximately 10 minutes after
engine shutdown.

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Oil Pump An oil pressure switch also senses oil pressure.

The switch contacts will close and power a red
An engine-driven three element pump (one pressure annunciator labeled “OIL PRESS WARN LH/RH”
and two scavenge elements) provides for pressure when oil pressure decreases below 35 psi.
lubrication and scavenging. It is mounted on the
accessory section. Oil temperature is sensed by a resistance bulb, then
transmitted to a dual-scale vertical tape gage on the
Oil Cooling center instrument panel (Figure 7-4). The scales
are calibrated in degrees Celsius and require main
Oil temperature is maintained within limits by an DC power. A red OFF flag appears at the top of the

7 POWERPLANT
oil-to-fuel heat exchanger. scale when DC power is not available.

Oil Filter NOTE

Engine oils approved for use are listed
An oil filter with a bypass is used to remove solid in the Limitations section of the AFM.
contaminants from the fluid. There is no indication Different approved brands are not
or annunciation of filter bypass. normally mixed.

Oil Pressure The oil level should be checked as a

postflight item. For a valid indication,
Engine oil pressure is maintained within ­limits by the check should be done within 10
a mechanical relief valve. minutes after engine shutdown. The
maximum allowable oil consumption is
Indication 1 quart every 4 hours measured over a
10­-hour period.
Oil pressure is sensed by dual transmitters within
the system. A pressure transducer sends the input
to a dual vertical tape gage on the ­center instrument Operation
panel (Figure 7-4). The gage is calibrated in psi. A Figure 7-6 illustrates the operation of the engine
pressure switch activates an OIL PRESS WARN oil system.
LH/RH annunciator.

The oil pressure indicating system is powered FUEL SYSTEM

from the main DC electrical system. A red OFF
flag appears at the top of the gage scale when DC A hydromechanical fuel system supplies metered
power is not available to the gage. fuel for engine starting, acceleration, deceleration,
and steady-state operation.

Figure 7-4.   Center Instrument Panel

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OIL
TANK

#1 #2 #3.5 #3 #4
7 POWERPLANT

PRESSURE IMPELLER
PUMP
OIL PUMP

BYPASS
LINE
OIL PRESS SCAVENGE
WARN PUMPS
LH RH FUEL FUEL
IN OUT
OIL COOLER
OIL OIL TEMPERATURE TRANSMITTER
FILTER OIL PRESSURE TRANSMITTER
LOW OIL PRESSURE SWITCH

Figure 7-5.   Engine Oil System

The fuel system includes an engine-driven pump, Fuel Filter

a fuel filter, a fuel control unit (FCU), a step
modulator, a flow divider, an ­emergency shutoff A fuel filter with a bypass removes any solid
valve, two fuel manifolds, and 12 equally spaced contaminants from the fuel.
spray nozzles in the ­combustion chamber.
FCU
Engine Driven Fuel Pump The FCU is hydromechanical and consists of a
The engine driven fuel pump receives a fuel supply computing section, a governing section, and a
at fuel tank pump pressure and delivers a high- metering section.
pressure fuel supply to the FCU. This pump is not a
suction pump and must receive fuel under pressure Five parameters are sensed by the computing
from the wing tank. If this pump fails, the engine section: (1) P3 or compressor discharge pressure,
flames out since there is no other source of high- (2) PA or ambient pressure, (3) T1 or compressor
pressure fuel available to the engine. inlet temperature, (4) N2 rpm, and (5) throttle
position.

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The governing section senses N2 rpm and throttle The primary outlet supplies fuel for all operation.
position and modifies the signals t­ransmitted by The secondary outlet, in c­ onjunction with the
the computing section to the metering section. The primary, supplies fuel for higher power settings.
resultant of these signals determines the position
of the fuel metering valve and, consequently,
the volume of fuel delivered to the combustion Indication
chamber. A flowmeter senses metered fuel flow downstream
of the FCU and displays fuel flow in pounds per
hour on a dual vertical tape gage on the center
Step Modulator instrument panel (Figure 7-4). The gage is

7 POWERPLANT
An electrically controlled step modulator on the calibrated in pounds per hour from 100 to 2,000.
FCU increases fuel scheduling whenever the
ignition system is operating, thus ensuring efficient The power source for fuel flow indication is main
engine acceleration. Step modulator response may DC power. A red OFF flag appears at the top of the
be checked through ITT and N1 indications, both of gage scale when DC power is not available.
which will increase when the ignition is turned on.
Operation
Flow Divider Figure 7-6 illustrates operation of the engine fuel
The flow divider functions to divide the metered system.
fuel between a primary and a secondary manifold
which supplies fuel to the spray nozzles. The
flow divider also ensures against fuel flow to the IGNITION SYSTEM
nozzles until an efficient fuel pressure is present. The Citation S/II incorporates a dual high-energy
During engine starting and low power settings, ignition system consisting of two engine-mounted
the flow divider directs fuel only to the primary ignition exciter boxes, shielded cables, and two
nozzles. Fuel will be directed to both nozzles at igniter plugs mounted in the combustion chamber.
higher power settings. A drain valve on the flow Dual plugs are provided for redundancy only. One
divider drains the residual manifold fuel into a fuel plug is sufficient to start or sustain the engine. With
collector whenever the engine is shut down. The one igniter inoperative, the start will be n­ either
collected fuel is returned to the associated wing slower nor hotter.
fuel tank during the ­subsequent engine start.
Ignition operation is divided into automatic and
Emergency Shutoff Valve selective phases.
The primary and secondary fuel supplies from Automatic ignition is available during engine
the flow divider pass through a normally open starting. It is terminated automatically when
emergency shutoff valve. This valve is operated the start sequence is terminated. Ignition also
mechanically by aft movement of the low-pressure automatically activates when engine anti-ice is
compressor rotor shaft beyond .070 inch. It will selected on.
automatically shut the engine down if, for example,
such movement is caused by failure of the low- Selective ignition is a continuous operation selected
pressure compressor rotor shaft, thus preventing by the pilot.
an uncontrollable overspeed of the N1 turbines.
Anytime the ignition circuit is powered, the step
modulator of the FCU is also activated.
Fuel Spray Nozzles
The 12 fuel spray nozzles are duplex nozzles. Each
nozzle forms a precise atomized spray pattern that
is conducive to complete combustion.

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TO LEFT FROM LEFT

EJECTOR PUMP TANK

FUEL
FILTER
BYPASS
7 POWERPLANT

FIREWALL
ENGINE SHUTOFF
DRIVEN VALVE
PUMP

OIL IN
FUEL CONTROL MOTIVE
UNIT (FCU) FLOW

OIL COOLER

OIL OUT

EPA
CANISTER
FUEL FLOW
METER

TO PRIMARY FLOW
MANIFOLD AND DIVIDER
NOZZLES
EMER FUEL
SHUTOFF
VALVE

TO SECONDARY
MANIFOLD AND
NOZZLES

12 DUPLEX
FUEL NOZZLE

MECHANICAL
TRIGGER

Figure 7-6.   Engine Fuel System

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Control When the IGNITION switch is at NORM, turning

on an engine ANTI ICE switch (Figure 7-8) will
The ignition system is controlled by a switch for also provide continuous ignition for the selected
each engine located on the pilot’s switch panel engine. DC power is supplied from the same
(Figure 7-7). The IGNITION switch is labeled sources as previously described for the IGNITION
“ON” and “NORM.” switch.

NOTE
The IGNITION switch must be on for

7 POWERPLANT
all takeoff and landing operations and
during flight in heavy precipitation,
heavy turbulence, stalls, or during
emergency descents.
Figure 7-7.   IGNITION Switch
Indication
When the IGNITION switch is at NORM, automatic
ignition will occur during engine starting when the A green light (Figure 7-7) near the IGNITION
desired START button (Figure 7-8) is pushed and switch will be on whenever power is available to
the associated throttle is moved from the cutoff the ignition exciter. These lights do not indicate
position (at 8% to 10% rpm). Ignition power, in this that the associated ignition exciter is operating or
case, is supplied from the hot battery bus through a that the plug is firing.
throttle-operated microswitch. Ignition and starter
operation are both terminated by a speed-sensing Figure 7-8 illustrates operation of the engine
switch on the starter-­generator when engine self- ignition system.
sustaining speed is achieved.
INSTRUMENTATION
Selecting the IGNITION switch to ON provides
continuous ignition (for the selected engine) Instrumentation for the powerplant is provided
regardless of the position of the throttle. In this by a horizontal row of gages on the top of the
case, the left engine ignition power is supplied by center instrument panel (Figure 7-4). From left to
the left extension bus, and the right engine ignition right these gages are N1 or fan rpm, interturbine
power is supplied from the right crossover bus. The temperature or ITT, N2 or highpressure compressor
circuit breakers are located on the pilot’s circuit- rpm (identified as t­urbine), oil temperature, and
breaker panel. oil pressure.
IGNITERS

IGNITION EXCITERS

TO IGN LIGHT
LH START
BUTTON

IDLE CUTOFF

THROTTLE SWITCH
LEGEND
LH IGN CB START IGN PWR CB
HIGH VOLTAGE
LH EXT BUS HOT HOT BATTERY BUS
BATTERY BUS
LH MAIN BUS EXTENSION
LEFT ENGINE SHOWN, RIGHT SIMILAR IGNITION LIGHT

Figure 7-8.   Ignition System

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N1 (Fan) RPM Turbine N2 (High-Pressure

N1 or fan rpm is supplied from a tach generator Compressor) RPM
located on the top side of the compressor case. Turbine or high-pressure compressor rpm is
It is driven by the low-pressure compressor rotor supplied by a tach generator driven by the accessory
shaft, and its output is amplified and displayed section and is displayed in ­percentage of rpm by
on a vertical tape on the dual-scale gage (Figure dual LCD ­indications on the turbine gage (Figure
7-4), calibrated in percentage of rpm. A three- 7-4) located below the fuel flow gage.
digit lighted display is also provided below each
vertical tape. Power failure will produce loss of the lighted
7 POWERPLANT

display. A red light below each lighted readout will

N1 is the primary thrust indicator for the J15D-4B come on (and, in conjunction, the digital display,
engine. All engine power settings are made with will flash) if N2 rpm exceeds 97%. The power
reference to N1. supply for the LCD displays is as explained earlier
for N1 rpm.
Normal power supply for the N1 gages is main
DC power.
ENGINE POWER CONTROL
When electrical power is not available to the gage,
the lighted display will not be ­available. Engine power control is achieved by a throttle
operating in a quadrant on the center pedestal
(Figure 7-9). Throttle travel is from full aft or
NOTE cutoff, through idle to full forward or maximum
Loss of electrical power results in thrust position. A cutoff stop prevents inadvertent
loss of the amplifier circuit and the selection of cutoff. A latch on the throttle must be
lighted display. The vertical tape will raised before the throttle can be moved to or from
still receive tach generator output and the cutoff position.
provide accurate indication of fan rpm
when the engine rpm is in excess of
50% N1.

ITT (Interturbine Temperature)

ITT for the JT15D-4B is a computed synthetic
readout. Exhaust temperature is sensed by six (T6)
thermocouples located in the exhaust aft of the tur-
bine. In addition, the temperature rise across the
fan is sensed by two T1 probes (one in front of the
fan and one at the aft end of the bypass duct). A
trim resistor in the thermocouple system is test cell
adjusted. The ITT readout is the result of adding
three times the temperature rise in the bypass duct Figure 7-9.   Center Pedestal
to the trimmed value of the thermocouple output.
Consequently, this system provides an accurate Thrust reverser control levers are piggyback mounted
indication of engine combustion temperature under on each throttle. The throttle is mechanically
all operating variables such as forward speed, alti- connected to a power lever on the fuel control unit.
tude, and power setting. The computed temperature
is displayed by vertical tapes (Figure 7-4), and the Friction adjustment is provided for the ­throttle by a
scale is calibrated in degrees Celsius. An OFF flag twist knob on the right side of the pedestal. Forward
at the top of each scale is in view when electrical rotation increases friction as ­indicated by arrows
power is not available. The electrical power source on the knob.
is as described earlier for N1 indication.

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Engine Starting
Engine starting is divided into two general
categories: ground starting and airstarting.

Ground starting is divided into battery starting,

generator-assist starting, and external power unit
(EPU) starting. Airstarting is divided into starter-
assist airstart and ­windmilling airstart. All types of
airstarts must be performed in accordance with the

7 POWERPLANT
airstart envelope.

SYNCHRONIZING
Figure 7-10.   ENGINE SYNC Switch
General
Selecting FAN or TURB permits the controller to
The engines on the Citation S/II incorporate a
synchronize the left and right fan or turbine rpm
fan and/or turbine master slave rpm synchronizer,
as selected.
consisting of a synchronizer controller, an actuator,
a control switch, and a light. The left engine is the
master engine and the right engine is the slave. Indication
When selected, the system functions to adjust the
rpm of the right engine to precisely that of the When the ENGINE SYNC switch is at FAN or
left engine. The system operates in a very narrow TURB position, an amber ENGINE SYNC light
band to prevent serious spooldown of the slave (Figure 7-10) will be on.
engine caused by power loss or failure of the master
engine. The system is turned on by the pilot when desired
after takeoff. The tach generators (turbine and fan)
Prior to engaging the synchronizer, the engines supply rpm signals to the sync controller. The
should be manually synchronized with the controller computes the error difference of the
throttles to within 1.5%. When power changes are selected (fan or turbine) inputs and transmits an
desired, the system should be turned off, the power output signal to the actuator in the right nacelle,
adjustment made, and the system reengaged. The which, in turn, adjusts the right FCU to synchronize
system must also be off during takeoff, approach the rpm to that of the left engine.
and landing, and ­single-engine operation.

The synchronizer functions to reduce the THRUST REVERSERS

characteristic out-of-sync beat of turbine engines,
consequently providing a quieter cabin for The Citation S/II may be equipped with
maximum passenger comfort. hydraulically operated, electrically controlled,
­target-type thrust reversers (Figure 7-11) to assist
deceleration during a landing roll.
Control
The engine synchronizer is controlled by the When deployed, the reversers are maintained in
ENGINE SYNC rotary switch (Figure 7-10) position by hydraulic pressure.
labeled FAN, OFF, and TURB. Turning the switch
off permits the controller to run the actuator (located In normal operation, hydraulic pressure is ­isolated
in the right nacelle) to a null or center position. when the reversers are stowed. They are maintained
in the stowed position by an overcenter condition
of the operating bar ­mechanism.

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7 POWERPLANT

STOWED DEPLOYED
Figure 7-11.   Thrust Reversers

PROTECTION CONTROL
A solenoid lock in the throttle quadrant prevents The thrust reversers are controlled by reverser
increasing reverse thrust RPM until the associated levers (Figure 7-12) piggyback-mounted on the
reverser reaches the fully deployed position. A throttles. Each reverser lever has three positions—
throttle feedback system will move the FCU full forward or stow, a detented reverse idle (deploy)
lever and throttle to idle if the reversers deploy position, and full aft or reverse thrust position.
inadvertently.

Thrust reverser operation is limited to ground

operations only. The control circuitry is wired
through the squat switches of the left and right
main landing gear (Figure 7-13).

NOTE
Following an inadvertent deployment of
the reversers, the interconnecting linkage
may be out of rig, and full throttle power
may not be possible. A maintenance
check should be requested to determine
the cause of the inadvertent operation, Figure 7-12.   Thrust Reverser Levers
and the rigging of the feedback ­system
should be checked and reset. When a reverser lever is moved to the reverse idle
(deploy) position, the solenoid lock (mentioned
earlier) will prevent further aft ­movement until the
reverser is fully deployed.

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ACTUATOR

CITATION S/II PILOT TRAINING MANUAL

ISOLATION VALVES
FOR TRAINING PURPOSES ONLY

CONTROL CONTROL
VALVE P P VALVE

RELIEF
SYSTEM BYPASS VALVE
VALVE
F F

FILTER
PUMP PUMP

FIREWALL FIREWALL SQUAT

SHUTOFF SHUTOFF SWITCH
VALVE VALVE

RESERVOIR

CIT2 PPT-4 rev 0.0

Figure 7-13.   Thrust Reverser Schematic - Deployed

7-13

7 POWERPLANT
 CITATION S/II PILOT TRAINING MANUAL

A microswitch in the throttle quadrant provides The ARM lights and the HYD PRESS ON
for electrical control. The switch is closed when annunciator will illuminate, followed almost
the reverser lever is moved from the stow position, immediately by the UNLOCK lights and then by the
applying power to (1) close the hydraulic bypass DEPLOY lights. The reverser lever solenoid lock
valve and pressurize the hydraulic system, (2) open will release. The reverser lever may now be moved
the hydraulic isolation valve and direct pressure aft to accelerate the engine if so desired. This last
to the reverser hydraulic system, and (3) energize movement acts only on the FCU to increase thrust
the reverser control valve to the deploy position, in reverse. The engine throttles themselves are held
provided a ground is provided by either squat switch. in idle by a mechanical interlock in the pedestal.
While reverse thrust is maintained, the ARM,
7 POWERPLANT

UNLOCK, and DEPLOY lights will remain on, as

INDICATION will the HYD PRESS ON annunciator. If reverser
Each reverser has three lights on the glareshield levers are brought up to the 85% N2 position, the
panel—ARM, UNLOCK, and DEPLOY (Figure speed brakes will retract.
7-14). The amber ARM light circuit is completed
by a pressure switch w ­ hich indicates hydraulic As the airplane decelerates toward 60 KIAS, reverse
pressure is available to the reverser control valve. thrust should be decreased to achieve idle reverse
In addition to the three reverser lights, the HYD power at 60 knots. The thrust reverser indicating
PRESS ON will illuminate to indicate that the lights and the HYD PRESS ON annunciator will
hydraulic bypass valve is closed and the hydraulic all remain on. Reverse idle may be maintained to
system is pressurized. assist further deceleration by drag and attenuation
of thrust.

To stow the reverser, move the reverser lever fully

forward and down. This energizes the control
valve to the stow position, which directs hydraulic
pressure to the stow side of the reverser actuators.
The DEPLOY light will go out, followed almost
immediately by the UNLOCK and ARM lights, and
Figure 7-14.   Emergency Stow Switches the HYD PRESS ON annunciator, indicating that
and Indicator lights the reverser doors are in the fully stowed position.

The amber UNLOCK light circuit is completed Figure 7-13 illustrates hydraulic operation of the
by a microswitch which closes when the reverser thrust reverser system.
mechanism initially moves from the mechanically
locked stowed position. CAUTION
The white DEPLOY light indicates the reverser Do not attempt to restow reversers and
door mechanism has reached the fully deployed take off once reversers have started to
position. deploy. Throttle linkage damage may
occur, resulting in loss of power or
Electrical power for the left thrust reverser is from flameout.
the right crossover bus and for the right thrust
reverser from the left extension bus.
Deployment of the thrust reversers,
especially at higher-than-normal
OPERATION landing speeds, causes a noseup pitching
moment which must be countered by
After landing, when the throttles are at idle and the forward pressure on the control yoke.
nosewheel is on the ground, raise the thrust reverser If not countered, this could lead to a
levers to the idle deploy detent. “porpoise” and possible nosewheel
damage.

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EMERGENCY STOW LIMITATIONS

General For specific information on limitations, refer to the
An emergency stow system is incorporated which FAA-approved AFM.
bypasses the normal sequencing system. This
system is used in case of an inadvertent deployment
in flight or if the normal stow system fails. EMERGENCY/
ABNORMAL
Control

7 POWERPLANT
A two-position switch (Figure 7-14) for each For specific information on Emergency/Abnormal
reverser is located inboard of the reverser lights. The procedures, refer to the FAA-approved AFM.
switch is labeled “STOW SW” and has positions
labeled “EMER” and “NORMAL.” Moving a Table 7-1.   POWERPLANT ANNUNCIATORS
STOW switch to the EMER position will close the
hydraulic bypass valve and cause the control valve ANNUNCIATOR DESCRIPTION
to energize to the stow position. If the reversers OIL PRESSURE WARNING
are deployed, the HYD PRESS ON annunciator This annunciator indicates the oil pressure
will come on and the reverser lights will go out in is below safe limits in the left and/or right
engines. Illumination of this annunciator
the sequence DEPLOY and UNLOCK. The HYD also triggers the MASTER WARNING light.
PRESS ON annunciator and the ARM light will
remain on continuously in the stow position. The
reverser is held stowed with continuous hydraulic
pressure (mechanical overcenter stow locks may
be inoperable).This system is checked before flight
­following a normal deploy cycle.

If either an ARM or UNLOCK light comes on in

flight, the master warning system will also come
on.

The LH thrust reverser uses left main DC through

the LH thrust reverser CB for normal stow-deploy
operation but uses power from the right main DC
through the RH thrust reverser circuit breaker for
emergency stow.

If a fire switch light is pushed for test or for engine

fire, the isolation valve is deenergized closed and
the respective engine’s reversers cannot be hydrau-
lically deployed.

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QUESTIONS
1. The primary thrust indicator for the JT15D-4B 6. Of the following statements concerning the
is: JT15D-4B engine, the correct one is:
A. Fuel flow A. Fuel from the engine fuel system is used to
B. N1 cool the engine oil through a fuel-oil heat
C. ITT exchanger.
D. N2 B. The engine accessory gearbox has its own
oil lubricating system (­ independent of the
7 POWERPLANT

engine itself).
2. If one igniter should fail during engine start:
C. The indication of low oil pressure is only
A. The engine will start normally. the L or R OIL PRESS LO ­annunciator.
B. It will result in a “hot” start. D. Electrical power is not required to power the
C. Combustion will not occur. ITT instrument since it is self-generating.
D. The exciter box will act as a backup and
the engine will start. 7. The OIL PRESS WARN LH/RH annunciator
illuminates whenever:
3. Ignition during normal engine start is activated A. Oil temperature exceeds 121°C.
by:
B. Oil pressure is less than 35 psi.
A. Turning the IGNITION switches to ON at C. Oil filter clogs and bypasses oil.
8 to 10% N2.
D. The fuel-oil cooler becomes clogged.
B. Moving the throttle to IDLE at 8 to 10%
N2.
8. The maximum allowable oil ­consumption for
C. Depressing the start button. the JT15D-4B engine is:
D. Nothing. Ignition is not needed ­during
A. 1 quart every 10 hours.
normal engine start.
B. 1 quart every 4 hours (measured over a
10-hour period).
4. Ignition during engine start is normally
terminated by: C. 5 gallon every 40 hours (measured over a
10-hour period).
A. Turning the IGNITION switches to OFF.
D. No specified since it depends upon TBO.
B. The speed-sensing switch on the starter-
generator at approximately 38% N2.
9. If the inner turbine shaft shifts to the rear as
C. Turning the boost pump switch off. much as .070 inch:
D. Opening the ignition circuit breakers on
A. The engine automatically shuts down.
the right-hand circuit-breaker panel.
B. The vibration detector causes i­ llumination
of the master warning lights.
5. Power will be automatically applied to the
igniters when the IGNITION switch is in C. The synchronizer shuts the engine down.
NORM anytime: D. Nothing occurs.
A. The start button is depressed and the throt-
tle is out of cutoff.
B. The surface deice system is activated.
C. The engine anti-ice switch is on.
D. Both A and C.

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10. The following engine instruments are available 14. The incorrect statement regarding the use of
in the event of a loss of main DC electrical thrust reversers is:
power: A. They may be used in flight to slow the
A. N1 rpm and ITT airplane.
B. N1 rpm, N2 rpm, and ITT B. They should not be used on touch-and-go
C. N1 rpm (tape only) landings.
D. N1 rpm (tape and lighted display) C. The reversers must be in idle reverse by
60 KIAS.
11. The ENGINE SYNC switch: D. Thrust reverser airplanes have two squat

7 POWERPLANT
switches.
A. Should be in FAN for takeoffs and landings.
B. Should be in TURB at altitude
C. Can be placed in FAN or TURB after take-
off and should be left there for the remain-
der of the flight
D. Should be off for large power changes

12. The thrust reversers:

A. May be deployed only when the ­throttles
are in IDLE
B. Must have both emergency stow switches
in EMER for takeoffs to guard against
inadvertent deployment during that critical
phase of flight.
C. May be left in idle reverse until the a­ irplane
is brought to a full stop.
D. Both A and C.

13. When normal deployment of the thrust reversers

is obtained, the following annunciations should
be illuminated:
A. ARM, UNLOCK, DEPLOY
B. DOOR NOT LOCKED annunciator,
ARM, UNLOCK, DEPLOY
C. HYD PRESS ON annunciator , ARM,
UNLOCK, DEPLOY
D. DOOR NOT LOCKED annunciator, HYD
PRESS ON annunciator , DEPLOY

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7 POWERPLANT

INTENTIONALLY LEFT BLANK

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CHAPTER 8
FIRE PROTECTION
CONTENTS
INTRODUCTION.................................................................................................................. 8-1
GENERAL.............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS.............................................................. 8-2
Sensing loops and Control Units..................................................................................... 8-2
ENG FIRE and BOTTLE ARMED Switchlights............................................................ 8-2
Fire Detection System Test.............................................................................................. 8-3
ENGINE FIRE EXTINGUISHING........................................................................................ 8-3

8 FIRE PROTECTION
Extinguisher Bottles........................................................................................................ 8-3
Operation......................................................................................................................... 8-3
PORTABLE FIRE EXTINGUISHERS.................................................................................. 8-5
LIMITATIONS........................................................................................................................ 8-5
EMERGENCY/ABNORMAL................................................................................................ 8-5
QUESTIONS.......................................................................................................................... 8-6

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8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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ILLUSTRATIONS
Figure Title Page
8-1. Engine Fire Detection System................................................................................. 8-2
8-2. LH and RH ENG FIRE and BOTTLE 1 and 2 ARMED Switchlights.................... 8-2
8-3. Engine Fire Bottles.................................................................................................. 8-3
8-4. Engine Fire-Extinguishing System.......................................................................... 8-4
8-5. Portable Fire Extinguishers...................................................................................... 8-5

TABLES
Table Title Page
8-1. Fire Protection Annunciators................................................................................... 8-5

8 FIRE PROTECTION

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8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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CHAPTER 8
FIRE PROTECTION

8 FIRE PROTECTION
INTRODUCTION
The Citation S/II is equipped with engine fire detection and fire-extinguishing systems as standard
equipment. The systems include detection circuits which give visual warning in the cockpit
and controls to activate one or both fire extinguisher bottles. There is a test function for the fire
detection system. Two portable fire extinguishers are stowed inside the airplane.

GENERAL
The engine fire protection system is composed of a The fire bottles are located in the tail cone of the
sensing loop, control unit located in the tail cone, airplane. Abnormal ambient temperature will also
one ENG FIRE warning switchlight for each engine, cause the bottles to automatically discharge through
two fire extinguisher bottles, and a fire detection relief valves into the tail cone. Selected engine-
circuit test. The fire-extinguishing system is a two- related systems are automatically shut down upon
shot system; if an engine fire is not extinguished activation of the fire protection system by the pilot.
with actuation of the first bottle, the second bottle
is available for discharge into the same engine.

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ENGINE FIRE ENG FIRE AND BOTTLE

DETECTION AND ARMED SWITCHLIGHTS
INDICATORS The red LH and RH ENG FIRE warning
switchlights are located on the glareshield (Figure
8-2). In the event of an engine fire or overheat
SENSING LOOPS AND condition, the applicable warning switchlight
CONTROL UNITS illuminates (although a red light, it does not trigger
the MASTER WARNING lights). Depressing an
Within each engine nacelle is a heat sensor that is illuminated ENG FIRE switchlight illuminates
looped around the lower engine accessory section both white BOTTLE ARMED switchlights, which
and combustion chamber section. The heat sensor actuate the fire bottles when depressed.
is a flexible stainless steel tube containing a single
wire centered in a semi-conductor material. The
sensor is connected to control unit that monitors
the electrical resistance. As the loop is heated,
its electrical resistance decreases until, at a
temperature of 500°F, a circuit is completed to the
control unit which illuminates the applicable red
ENG FIRE switchlight. The detection system is Figure 8-2.   LH and RH ENG FIRE and
powered by main DC power supplied through the BOTTLE 1 and 2 ARMED Switchlights
8 FIRE PROTECTION

LH and RH FIRE DETECT circuit breakers on

the left extension and the right crossover buses,
respectively. 8-1 shows the routing of the fire
sensor.

Figure 8-1.   Engine Fire Detection System

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FIRE DETECTION OPERATION

SYSTEM TEST An engine fire or overheat condition is indicated
The rotary test switch on the pilot’s instrument by illumination of the applicable ENG FIRE
panel is used to test the fire detection system. When switchlight on the glareshield (Figure 8-4). After
FIRE WARN is selected, both ENG FIRE switch- verifying a fire actually exists, lifting the plastic
lights will come on. cover and depressing the illuminated ENG FIRE
switchlight causes both white BOTTLE ARMED
switchlights to illuminate, arming the circuits to
the bottles for operation. In addition, the fuel and
ENGINE FIRE hydraulic firewall shutoff valves close (respective
EXTINGUISHING FUEL LOW PRESS, HYD FLOW LOW, and
F/W SHUTOFF annunciators illuminate), and
the generator field relay is tripped off (GEN OFF
EXTINGUISHER BOTTLES annunciator comes on). The circuit to the thrust
reverser isolation valve is also disabled, which
Two spherical extinguishing agent bottles are located prevents inadvertent deployment of the thrust
in the tail cone area (Figure 8-3). Both bottles use reverser on that engine.
common plumbing to both nacelles, providing the
airplane with a two-shot system. The bottles are Depressing either illuminated BOTTLE ARMED
charged with monobromotrifluoromethane (CBrF3) switchlight fires the explosive cartridge on the
nitrogen pressurized to 600 psi at 70°F. A pressure

8 FIRE PROTECTION
selected bottle (Figure 8-4), releasing its contents
gage is mounted on each bottle with an adjacent into the engine nacelle. The BOTTLE ARMED
temperature correction table. Bottle pressures switchlight goes out.
are checked during the preflight inspection. The
extinguishing agent is not corrosive, and does not If the ENG FIRE switchlight remains on, indicating
require cleaning of the engine or nacelle area since the fire still exists, the remaining BOTTLE ARMED
it leaves no residue. Release of the extinguishing switchlight may be depressed after 30 seconds to
agent is accomplished by the electrical firing of an release the ­contents of the remaining bottle into
explosive cartridge on the bottle. the same nacelle.
The filler fitting on each bottle incorporates a fusible Detection and extinguishing system electrical
element that melts at approximately 210°F ambient power for the left engine is supplied by the main
temperature, releasing the contents through the DC extension bus. Power for the right engine
filler fitting into the tail cone. systems is from the RH crossover bus.

Depressing the ENG FIRE switchlight a second

time opens the fuel and hydraulic shutoff valves and
disarms the extinguishing system. The generator
field relay is energized when the engine is restarted.

Figure 8-3.   Engine Fire Bottles

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8 FIRE PROTECTION

FIRE DETECTION
BOTTLE NO.1 LOOP

FUSIBLE PLUG

GAUGE
BOTTLE NO.2

Figure 8-4.   Engine Fire-Extinguishing System

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PORTABLE FIRE
EXTINGUISHERS
Two hand-held fire extinguishers provide for interior
fire protection. Both are 21/2-pound Halon fire-
extinguishers, charged with nitrogen to 125 psi. One
of the extinguishers is located under the copilot’s
seat, the other one in the cabin (Figure 8-5).

8 FIRE PROTECTION
Figure 8-5.   Portable Fire Extinguishers

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

Table 8-1.   FIRE PROTECTION

ANNUNCIATORS

ANNUNCIATOR DESCRIPTION
FIREWALL SHUTOFF
This annunciator indicates that the left or
right fuel and hydraulic valves are both
fully closed.

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QUESTIONS
1. An ENG FIRE switchlight illuminates when: 5. If the contents of a bottle have been ­discharged
A. It is depressed. into a nacelle and the ENG FIRE switchlight
remains on:
B. The MASTER WARNING lights
­illuminate for an engine fire. A. The fire has been extinguished.
C. Temperature in the nacelle area reaches B. The other bottle can be discharged into
500°F. the same nacelle by depressing the other
D. Electrical resistance of the sensing loop BOTTLE ARMED ­switchlight.
increases due to increasing nacelle C. The fire still exists, but no further action
temperature. can be taken.
D. The same BOTTLE ARMED switchlight
2. Depressing an illuminated ENG FIRE can be depressed again, firing a second
switchlight: charge of agent from the same bottle.
A. Fires bottle No. 1 into the nacelle.
6. Depressing the ENG FIRE switchlight a
B. Fires bottle No. 2 into the nacelle.
second time:
C. Fires both bottles into the nacelle.
A. Opens the fuel shutoff valve.
D. Illuminates both BOTTLE ARMED
switchlights, arming the system. B. Opens the hydraulic shutoff valve.
8 FIRE PROTECTION

C. Resets the generator field relay.

3. After a bottle has been discharged into a D. Both A and B.
nacelle:
A. No cleaning of the engine and nacelle area
is required.
B. A thorough cleaning of the engine and
nacelle area is required.
C. An inspection of the engine and nacelle
area is required to determine if cleaning
is necessary.
D. None of the above.

4. When the fire-extinguishing system is armed

for operation:
A. The FUEL LOW PRESS annunciator
­illuminates.
B. The HYD FLOW LOW annunciator
­illuminates.
C. The GEN OFF annunciator illuminates.
D. All the above.

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CHAPTER 9
PNEUMATICS
CONTENTS
INTRODUCTION.................................................................................................................. 9-1
GENERAL.............................................................................................................................. 9-1
SYSTEM DESCRIPTION...................................................................................................... 9-3
Distribution...................................................................................................................... 9-3
Control............................................................................................................................. 9-3
LIMITATIONS........................................................................................................................ 9-4
EMERGENCY/ABNORMAL................................................................................................ 9-4
QUESTIONS.......................................................................................................................... 9-5

ILLUSTRATIONS
Figure Title Page
9-1. Pneumatic System Diagram..................................................................................... 9-2
9-2. PRESS SOURCE Selector....................................................................................... 9-3

TABLES

9 PNEUMATICS
Table Title Page
9-1. Pneumatics Annunciators........................................................................................ 9-4

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CHAPTER 9
PNEUMATICS

INTRODUCTION
The pneumatic system for the Citation S/II uses engine compressor bleed air. The air is extracted
from both engines and routed through control valves into a pneumatic manifold for distribution
to systems requiring pneumatic air for operation. In the event of single-engine operation, air from

9 PNEUMATICS
one engine is sufficient to maintain all required system functions. Safety devices are incorporated
to prevent excessive pressure, and a control switch and condition indicating lights are integral
parts of the instrument panel.

GENERAL
Hot bleed air is extracted from each engine high- • Through check valves for distribution to
pressure compressor section and routed to the the w
­ indshield anti-ice, cabin door seal,
following systems valves: instrument air, and p
­ ressurization control
systems
• The flow control valves for use by the air-
conditioning system Control of airflow into the cabin area is
accomplished with the PRESS SOURCE selector
• The ground valve for use by the air cycle located on the right side of the tilt panel. Sensors
machine during ground operation located in critical areas of the air system cause
­illumination of annunciator lights.

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WINDSHIELD
ANTI-ICE

MANUAL
VALVES

DOOR
SEAL

COPILOT'S
ATTITUDE
INDICATOR
GYRO

VACUUM
EJECTOR
R

PRESSURIZATION LEGEND
VACUUM BLEED AIR

REGULATED
BLEED AIR
VACUUM
PRESSURE
PRESSURIZATION

PRESSURIZATION
EMERGENCY

AMBIENT AIR
NORMAL

CHECK
VALVE
9 PNEUMATICS

74% N2
72% N2
P
P

FLOW CONTROL
SHUTOFF VALVES WELDED
EMERGENCY (NORMAL) GROUND CLUSTER
PRESSURIZATION VALVE
VALVE

Figure 9-1.   Pneumatic System Diagram

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SYSTEM DESCRIPTION The OFF position closes all environmental bleed-

air valves. No air enters the ACM or pressure vessel
from the engines. Bleed air is still available to the
DISTRIBUTION service air system, however. Ram air from the
tail cone can enter the pressure vessel through
Bleed air from each engine is routed to the associated the normal ­distribution ducting if the cabin is
welded cluster assembly, then on to three different unpressurized.
places (Figure 9-1). Air from the cluster is routed
through check valves to a ducting system that The GND position of the PRESS SOURCE
distributes the air to the windshield anti-ice system, selector, functional only on the ground, opens the
the vacuum ejector, and the pneumatic distribution ground valve and allows a larger draw of air from
regulator. The regulator, in turn, distributes the air the right engine to enter the pneumatic manifold.
to the cabin door seal and instrument air systems. When the valve is not fully closed, a BLD AIR
Air from the left engine cluster is routed to the GND annunciator illuminates.
emergency pressurization valve for distribution
through the distribution system mixing tube. The If the right engine is advanced above approximately
emergency pressurization valve can be opened only 72% N2, a primary pressure switch causes the
in flight because it is used to provide pressurization ground valve to close, thus preventing too much
air should normal sources fail. Air from the right air from being supplied to the ACM manifold. This
cluster is routed to the ground valve for use by the action causes the BLD AIR GND annunciator to
air cycle machine (ACM) during ground operation. extinguish. When the throttle is retarded below
The valve can be opened only on the ground and 72% N2, the valve opens again, and the BLD AIR
allows a larger draw of bleed air from the right GND annunciator re-illuminates. If the primary
engine for use by the ACM. Air from both clusters pressure switch fails to close the valve, and the right
is routed through flow control shutoff valves and engine rpm exceeds approximately 74% N2, the
manifolded for use by the ACM. secondary pressure switch closes the ground valve
and illuminates the ACM O’PRESS annunciator.
CONTROL The ground valve does not open again until main
DC power is interrupted by removing power from
The PRESS SOURCE selector (Figure 9-2) the buses or by pulling the circuit breaker.
determines the amount of air that enters the cabin
and from what source it is supplied. The LH and RH positions limit pneumatic bleed-
air input to the ACM. The LH position allows use
The control switch has positions labeled OFF, of air from the left engine and shuts off air from

9 PNEUMATICS
GND, LH, NORMAL, RH, and EMER. the right engine. With the RH position selected, the
process is reversed.

The NORMAL position opens the left and right

flow control and allows bleed air from both engines
to pass through the bleed-air manifold into the
ACM. The valves fail to the NORMAL position if
normal DC power is lost; all takeoff ­performance
data is based on this position.

When the EMER position is selected, the bleed air

from the left engine is routed directly into the cabin,
bypassing the ACM. Temperature and volume are
controlled with the left throttle.

Figure 9-2.   PRESS SOURCE Selector

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If a complete DC electrical power failure occurs, Table 9-1.   PNEUMATICS ANNUNCIATORS

regardless of the PRESS SOURCE selector
position, the pneumatic air is supplied as if the ANNUNCIATOR DESCRIPTION
switch were positioned to NORMAL. Without ACM OVERPRESSURE
electrical power, the emergency pressurization This annunciator indicates the primary
valve fails closed, the two flow control and shutoff pressure switch has failed and the
valves fail open. If selected, the GND valve will secondary switch has activated.
fail where it was when power was lost.
BLEED AIR GROUND
This annunciator indicates a high-flow rate
of bleed air has been selected from the
LIMITATIONS right engine for ground operation of the
air cycle machine.

For specific information on limitations, refer to the

FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
9 PNEUMATICS

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QUESTIONS
1. The source of bleed air for cabin pressurization
when the EMER PRESS ON annunciator is
illuminated in the air is:
A. Either the left or right engine
B. The left engine only
C. The right engine only
D. Ram air

2. The systems that use pneumatic bleed air for

operation are:
A. Instrument air, emergency brakes, and the
entrance door
B. Surface deice, windshield anti-ice,
entrance door seal, and the ACM
C. Entrance door seal, ACM, and thrust
reversers
D. Entrance door seal, instrument air, and
ACM

3. The flow control valves, when open, allow

engine bleed air to operate the:
A. ACM
B. Instrument air regulator
C. Entrance door seal
D. All of the above

4. The instrument air system is supplied by:

A. Regulated bleed air from the right engine
only

9 PNEUMATICS
B. Regulated bleed air from the left engine
only
C. Regulated bleed air when either engine is
operating
D. Regulated ram air

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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
INTRODUCTION................................................................................................................ 10-1
GENERAL............................................................................................................................ 10-1
ICE DETECTION SYSTEM................................................................................................ 10-2
ANTI-ICING SYSTEMS...................................................................................................... 10-4
Pitot and Static Anti-Ice System.................................................................................... 10-4
Windshield Anti-Ice and Rain Removal System........................................................... 10-5
Engine Anti-Ice System................................................................................................. 10-7
Surface (TKS) Anti-Ice System..................................................................................... 10-9
LIMITATIONS................................................................................................................... 10-11
EMERGENCY/ABNORMAL........................................................................................... 10-11
QUESTIONS..................................................................................................................... 10-12

10 ICE AND RAIN

PROTECTION

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PROTECTION

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ILLUSTRATIONS
Figure Title Page
10-1. Ice Protected Surfaces........................................................................................... 10-2
10-2. Ice Detection Probe............................................................................................... 10-2
10-3. Ice Protection Controls and Indicators.................................................................. 10-3
10-4. Ice Detection Lights............................................................................................... 10-4
10-5. Wing Inspection Control Switch and Light........................................................... 10-4
10-6. Pitot-Static Anti-Ice Components.......................................................................... 10-5
10-7. Windshield Anti-Ice Controls................................................................................ 10-5
10-8. Surface and Engine Anti-Ice Controls................................................................... 10-5
10-9. Alcohol and Sight Gage and Nozzles.................................................................... 10-7
10-10. Rain Removal Doors and Controls........................................................................ 10-7
10-11. Engine/Surface (TKS) Anti-Ice Systems............................................................... 10-8
10-12. Surface (TKS) Components................................................................................ 10-10

TABLES
Table Title Page
10-1. Normal Operation of Engine and Surface Anti-Ice Systems................................. 10-9
10-2. Ice and Rain Protection Annunciators................................................................ 10-11

10 ICE AND RAIN

PROTECTION

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PROTECTION

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CHAPTER 10
ICE AND RAIN PROTECTION

INTRODUCTION
The Cessna Citation S/II is equipped with both ice detection and ice protection systems. The
airplane is approved for flight into known icing conditions when the required equipment is
installed and functioning properly. These systems should be checked prior to flight if icing
conditions are anticipated.
Ice protection systems are incorporated into the wing and horizontal stabilizer leading edges,
engine components, windshield, and pitot-static and angle-of-attack systems. These are anti-
icing systems and should be activated prior to entering icing conditions. The S/II has no deicing
equipment.

GENERAL
The leading edges of the wings and horizontal Engine compressor bleed air is used to prevent ice
10 ICE AND RAIN
PROTECTION

stabilizers are protected against ice formation formation on the T1 temperature probe, nose cone,
by a surface (TKS) anti-ice system which uses a nacelle inlet, and first set of stator vanes of each
solution of monoethylene glycol, exuded through engine. Electrically operated valves, controlled by
porous leading-edge panels. a switch on the pilot’s switch panel, control the
flow of bleed air to the inlet duct and stator vanes
of each engine.

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Figure 10-1.   Ice Protected Surfaces

The probe and nose cone are anti-iced ­continuously

during engine operation.

Engine bleed air is discharged through nozzles in

front of the windshield for anti-ice protection of the
windshield. Isopropyl alcohol is available for anti-
icing of the left windshield in the event bleed air is
unavailable. Rain removal is provided by deflecting
air away from the windshield via a set of doors.

An external ice detection probe on the lower right

nose section of the airplane causes an annunciator
light to illuminate. Ice formation on the windshield Figure 10-2.   Ice Detection Probe
causes a reflection of glareshield ice detection
lights. The ice detection circuit can be tested by rotating
the test selector switch, shown in Figure 10-3, to the
W/S TEMP/ICE DETECT position. If the circuit is
ICE DETECTION functioning properly, the amber ICING DETECTED
annunciator light illuminates for approximately one
SYSTEM minute and then extinguishes.

The ice detection system operates automatically CAUTION

when electrical power is on the airplane. This power
10 ICE AND RAIN

is sent through an ice detection probe, which is The icing detection probe can be
PROTECTION

mounted under the right side of the nose near the damaged if the test switch remains in
right pitot tube (Figure 10-2). If ice is detected, the W/S TEMP/ICE DETECT position
the amber ICING DETECTED annunciator light longer than 5 seconds and/or repeated
illuminates. tests are performed within a 10-minute
period.

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PULL RAIN HANDLE AND

ICE PROTECTION SWITCHES WINDSHIELD BLEED AIR KNOBS

ICE DETECTION LIGHTS

TKS FLUID LEVEL GAGE

ROTARY TEST SWITCH

PANEL LIGHT CONTROL

ON/OFF SWITCH

LH CB PANEL 10 ICE AND RAIN

PROTECTION

Figure 10-3.   Ice Protection Controls and Indicators

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Icing can also be detected at night by the windshield

ice detection lights. These lights, as seen in Figure
10-4, are located on the glareshield and alert the
pilot of ice accumulation on the windshield by
the reflection of a circular red glow on the pilot’s
and copilot’s windshields. The pilot’s windshield
ice detection light is located approximately in
the center of the pilot’s clear vision area, and the
copilot’s ice detect light is located just inboard of
the clear vision area as shown in Figure 10-4.

Figure 10-5.   Wing Inspection Control

Switch and Light
Figure 10-4.   Ice Detection Lights
ANTI-ICING SYSTEMS
NOTE
When the anti-ice systems are operative, PITOT AND STATIC
the copilot’s windshield ice detection ANTI-ICE SYSTEM
light must be monitored for ice The PITOT & STATIC ANTI ICE switch controls
accumulation. power to the two pitot tube heaters, the four static
port heaters (Figure 10-6), and the angle-of-attack
The windshield ice detection lights are turned on probe heater. The power to operate the system is
by the PANEL LIGHT CONTROL switch (Figure from the LH main extension bus for the pilot’s pitot
10-3) when placed in the ON position. In the OFF and static heaters, and from the RH crossover bus
position, the lights are extinguished and are not for the copilot’s pitot and static heaters and the
seen. angle-of-attack probe heater.

Normal operation of the ice detection lights is A failure of the system is indicated by illumination
verified by positioning the PANEL LIGHT of the P/S HTR OFF annunciator. The P/S HTR
CONTROL switch to the ON position, placing OFF annunciator will illuminate whenever either
the palm of the hand over the lights, and observing pitot head or any static port heater fails or when the
a red glow. pitot heat switch is in the OFF position, and normal
DC power is on the airplane.
Ice accumulation on the wings can be observed
at night by turning on the wing inspection lights NOTE
(Figure 10-5) which is provided for each wing
and is controlled by a switch on the exterior light The angle-of-attack probe heater is not
10 ICE AND RAIN

on this warning circuit. If power fails

PROTECTION

control panel, also depicted in Figure 10-5.

only to this unit, the P/S HTR OFF
annunciator will not illuminate; how-
ever the AOA HTR annunciator will
illuminate.

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LH STATIC PORTS (TYPICAL)

RH PITOT TUBE (TYPICAL) PITOT-STATIC ANTI-ICE SWITCH

Figure 10-6.   Pitot-Static Anti-Ice Components

CAUTION
Limit ground operation of the pitot static
heater system to two minutes to preclude
damage to the angle-of-attack system.

WINDSHIELD ANTI-ICE AND

RAIN REMOVAL SYSTEM
The windshield may be anti-iced by use of engine
bleed air, or by alcohol in the event the bleed-air
system fails. The bleed air to the windshield is
controlled by a W/S BLEED switch on the pilot’s
switch panel and two manually operated W/S Figure 10-7.   Windshield Anti-Ice Controls
BLEED AIR valves with knobs located on the
copilot’s instrument panel. The switch is a three-
position switch labeled HI, OFF, and LOW (Figure
10-7). The manual control knobs open and close
shutoff valves, modulating the amount of bleed air
going to the windshield.
10 ICE AND RAIN

The windshield anti-ice system (Figure 10-8)

PROTECTION

is activated by placing the W/S BLEED switch

to either HI or LOW. This action deenergizes a
solenoid-operated bleed-air valve and activates a
temperature controller. The bleed-air valve, when Figure 10-8.   Surface and Engine
deenergized, opens to allow hot engine bleed air to Anti-Ice Controls
flow into the duct.

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The air temperature controller automatically electrical power failure, the automatic temperature
maintains a windshield bleed-air temperature of control and the overheat warning are inoperative,
138 ±5°C in the HI position and 127 ±5°C in the but if the manual control valves are open, the
LOW position by modulating ram air through a heat noise level will increase as bleed air flows through
exchanger. The controller receives three inputs: the the nozzles. The airplane is normally flown with
position of the W/S BLEED switch and input from the manual valves closed; they are opened only
each of the two temperature sensors in the bleed- when bleed air to the windshields is desired. This
air line. The signal generated by the temperature procedure protects the windshield from inadvertent
controller is transmitted to the motor-operated air application of hot bleed air and possible damage in
control valve, which controls the amount of ram the event of an electrical power loss or failure of
air that passes through a heat exchanger. Ram air the bleed-air solenoid valve.
passes across the heat exchanger, cooling the bleed
air; then it exhausts overboard through a vent on The windshield anti-ice system is tested by
the left side of the fuselage, forward of the tail positioning the warning and test switch to W/S
compartment access door. The cooled engine bleed TEMP/ICE DETECT and placing the W/S
air is then directed onto the ­windshield through a BLEED switch to either HI or LOW. When this is
series of nozzles. accomplished, a windshield overheat condition is
simulated, and the W/S AIR O’HEAT annunciator
When windshield anti-icing is required, the manual illuminates. Both the HI and LOW positions of the
WINDSHIELD BLEED AIR valves are opened, W/S BLEED switch should be tested for proper
and the W/S BLEED switch is selected to LOW operation. Additionally, the ICING DETECTED
if the OAT is above –18°C or to HI if the OAT annunciator illuminates for about 65 seconds.
is –18°C or below. Normal system operation is
indicated by an increase in air noise as the bleed
air discharges from the nozzles. Windshield Alcohol System
The backup windshield anti-ice system ­consists of
An additional temperature sensor is located in
an alcohol reservoir, pump, and nozzles (Figure
the bleed-air duct, which automatically ­energizes
10-9) to provide up to 10 minutes of ­continuous
the electrical solenoid bleed-air valve closed and
alcohol anti-ice capability for the pilot’s windshield
illuminates the W/S AIR O’HEAT annunciator if
only.
the bleed-air ­temperature exceeds 146°C.
This condition should not occur unless a The capacity of the alcohol reservoir is two quarts,
sustained high-power, low-airspeed condition is and it uses an isopropyl alcohol-based fluid (TT-I-
maintained or a system malfunction occurs. The 735). The system is designed to be used in the event
overheat sensor will also automatically reopen the the windshield bleed-air anti-ice system fails. It is
windshield bleed-air solenoid valve and extinguish controlled by the W/S ALCOHOL switch (Figure
the annunciator as the system cools. 10-7), which has positions labeled ON and OFF.
The e­ lectrical power source is through the W/S
A pressure switch in the windshield duct ­ALCOHOL circuit breaker on the left circuit-
illuminates the W/S AIR O’HEAT annunciator breaker panel.
if the duct pressure exceeds 5 psi with the W/S
BLEED switch in the OFF position. If the W/S
AIR O’HEAT annunciator illuminates with the
Rain Removal System
W/S BLEED switch in the OFF position, the pilot The rain removal system uses normal bleed-air from
should ensure the WINDSHIELD BLEED AIR the windshield anti-ice system for rain removal, with
10 ICE AND RAIN

valves are positioned to OFF. This feature is to rain doors to provide deflected airflow over each
PROTECTION

monitor the valve position and does not indicate windshield in heavy rain. The doors are manually
an overpressure in the duct. operated by pulling the PULL RAIN handle located
under the WINDSHIELD BLEED AIR knobs on
If an electrical failure occurs, the windshield bleed- the copilot’s panel (Figure 10-10).
air solenoid valve will open, and hot engine bleed
air will be available to the windshield. With an

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To increase airflow to the pilot’s windshield dur-

ing periods of low power settings, such as during
landing flare, rotate the copilot’s WINDSHIELD
BLEED AIR knob to the OFF position. This will
divert all available bleed air to the pilot’s wind-
shield. In addition, the use of a rain repellent agent
applied to the w ­ indshield greatly enhances the
effectiveness of the rain removal system.

ENGINE ANTI-ICE SYSTEM

The engine anti-ice system (Figure 10-11)
incorporates the TKS panels on the inboard wing
leading edges and the bleed-air heated engine inlet.
Anytime an engine is running, hot bleed air flows
continuously to the nose cone and temperature
probe (T1) forward of the fan in the engine inlet.
The two other portions of the engine anti-iced by
bleed air are the nacelle inlet and the first row of
stator vanes. With the engines running, turning
Figure 10-9.   Alcohol and Sight Gage the ENGINE ANTI ICE switches to HI or LOW
and Nozzles activates the bleed-air system, providing the
throttles are above 60% N2 rpm. If the throttles
are below 60% N2 when the system is activated,
increasing power deenergizes the valves open after
a five-second delay. There is no delay when the
bleed-air system is activated and the throttles have
been above 60% N2 for at least five seconds. The
ignition system is also activated when the ENGINE
ANTI ICE switches are positioned to HI or LOW.
Electrical power for the engine anti-ice system is
provided from the LH main bus for the left system
and the RH crossover bus for the right system.

An ENG ANTI-ICE LH/RH annunciator

illuminates anytime the engine anti-ice switch is
positioned to the HI or LOW and the power is less
than 60% N2, the engine nacelle inlet bleed air
temperature is less than 220°F and/or the stator
anti-ice valve did not open. The ENG ANTI-ICE
Figure 10-10.   Rain Removal Doors LH/RH annunciator will also illuminate when
and Controls the surface system (TKS) is activated and a low
pressure is sensed in the wing cuff or fairing panel.
For rain removal, the WINDSHIELD BLEED AIR
knobs on the copilot’s control panel should be Bleed-air flow and ignition operation is the same
rotated to the MAX position, the PULL RAIN
10 ICE AND RAIN

regardless of the HI or LOW position of the

PROTECTION

handle pulled out, and the W/S BLEED switch ENGINE ANTI ICE switch. The HI and LOW
positioned to LOW. Rain door opening is difficult positions only affect the rate of flow of the anti-
if the windshield bleed air is already flowing out icing fluid to the porous inboard cuff and fairing
of the nozzles. (TKS) leading-edge panels in front of the engines
if they are selected.

Revision 0.5 FOR TRAINING PURPOSES ONLY 10-7

 PROTECTION
10 ICE AND RAIN
10-8

CITATION S/II PILOT TRAINING MANUAL

T1 PROBE STATOR
FOR TRAINING PURPOSES ONLY

VALVE
P
TKS GLYCOL T
RESERVOIR
220ºF P3
WINDSHIELD ALCOHOL P AIR
RESERVOIR
RH WING
ENGINE SURFACE WS MANUAL PROPORTIONER
PUMP PUMP VALVE
NACELLE
VALVE TO DOOR
SEAL
ENGINE P WS BLEED TO
PROPORTIONER SLV3 VALVE CABIN 23 PSI

T 146°F P 5 PSI WS HEAT

EXCHANGER NORMAL
ACM FLOW CTRL
HI 138 ± 5ºC VALVES
T LO 127 ± 5ºC TC
SLV1 TAIL
TEMP
CTRL VALVE PROPORTIONER
SLV2
P
NACELLE
VALVE
LH WING
PROPORTIONER

P P3
220ºF AIR
T
P
T1 PROBE STATOR
VALVE
Revision 0.5

Figure 10-11.   Engine/Surface (TKS) Anti-Ice Systems

 CITATION S/II PILOT TRAINING MANUAL

To obtain high fluid flow to the inboard (TKS) Table 10-1.   NORMAL OPERATION
panels, the ENGINE and SURFACE ANTI ICE OF ENGINE AND SURFACE
switches must be in the HI and ENG or HI and ALL ANTI-ICE SYSTEMS
positions, respectively. To obtain low flow to the
inboard (TKS) panels, the ENGINE and SURFACE ENGINE SURFACE
CONDITIONS
ANTI ICE switches must be in the LOW and ENG ANTI-ICE ANTI-ICE
positions, respectively. Visible moisture, indicated OAT
HI OFF
below +10oC, NO ICE detected
NOTE Visible moisture, indicated OAT
HI ALL
below +10oC, ICE detected
Fluid flow to the inboard surface (TKS)
wing leading-edge panels is activated by Each wing contains six panels. The empennage has
positioning the SURFACE ANTI ICE two on each horizontal stabilizer (Figure 10-11).
switch to the ENG or ALL position. Either an 8.5-gallon or a 7-gallon reservoir, in the
The ENGINE ANTI ICE switch will not nose, stores the TKS fluid. An ICE FLD LOW
automatically operate the leading-edge annunciator, activated by a float switch, illumi-
(TKS) panels. nates when the fluid level is sufficient for less than
20 minutes of continuous operation at high flow
through all panels, or approximately 54 minutes
CAUTION at high flow through the inboard wing panels only.
If ice is detected, the ENGINE ANTI Additionally, a gage mounted on the left side of the
ICE switches must be actuated to the HI pilot’s instrument panel displays the gallons of fluid
position and the SURFACE ANTI ICE remaining in the reservoir. The gage input is from a
switch actuated to the ALL position. sensor probe in the TKS reservoir (Figure 10-12).
Outboard wing and tail surface anti-
ice fluid flow will not occur with the Two variable-speed pumps provide fluid pressure
ENGINE ANTI ICE switches to the from the reservoir to the wing and empennage
LOW position. panels (Figure 10-11). The pump speed will be
automatically adjusted by a microprocessor to
ensure proper flow to the panels selected. Fluid is
Operation of the engine anti-ice system is checked routed from the pumps to proportioning units, which
by turning the appropriate ENGINE ANTI ICE meter flow to each panel. Whenever the system is
switch to LOW or HI and observing illumination activated, a green ICE FLD SYS ON annunciator
of the ignition lights and a rise in ITT. A drop in illuminates. Fluid pressure output from the pump is
fan occurs if the ignition is already on. If the check monitored by a pressure switch which illuminates
is accomplished on the ground, ensure that engine a corresponding ICE FLUID PUMP FAIL-ENG/
speed is at least 70%. Table 10-1 illustrates the SUR annunciator. A pressure switch at each inboard
recommended operational procedures for normal wing panel illuminates the corresponding ENG
utilization of the engine and surface (TKS) anti- ANTI-ICE LH/RH annunciator if the pressure falls
ice systems. below an acceptable level. A pressure switch in the
line to either outer wing proportioner illuminates
SURFACE (TKS) ANTI-ICE the WING ICE FAIL annunciator if the pressure
is too low.
SYSTEM
Anti-icing for the wings and horizontal stabilizers A pressure switch in the line between the tail
is provided by a flow of TKS fluid, monoethylene proportioner and each horizontal stabilizer panel
10 ICE AND RAIN

monitors each individual panel and illuminates the

PROTECTION

glycol in solution with deionized water, through

porous leading-edge panels. TAIL ICE FAIL annunciator if the pressure falls
too low.

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 CITATION S/II PILOT TRAINING MANUAL

STABILIZER LEADING-
EDGE PANELS

LEFT OUTBOARD
WING PANELS

CUFF PANEL
STABILIZER LEADING-
FAIRING PANEL EDGE PANELS

FAIRING
PANEL
CUFF
RIGHT OUTBOARD
PANEL
WING PANELS

Figure 10-12.   Surface (TKS) Components

Surface (TKS) Controls If the pilot chooses to operate the TKS system for
the inboard wing panels prior to entering icing
The ENGINE ANTI ICE switch selections are OFF, conditions, the ENGINE ANTI ICE switches may
HI, or LOW (Figure 10-12). They not only activate be placed in the HI or LOW position (depending
bleed-air heating when moved to HI or LOW, but upon altitude) with the SURFACE ANTI ICE
they also select the amount of TKS fluid flow to switch in ENG. This activates the engine pump
the inboard wing leading-edge panels if they are and provides fluid for the cuff and fairing panels on
selected by the SURFACE ANTI ICE switch. the inboard portion of each wing. The flow rate to
these panels is based upon the HI or LOW positions
The SURFACE ANTI ICE switch (Figure 10-12) of the ENGINE ANTI ICE switch. The HI position
controls pump logic to direct fluid to either the must be used below 22,000 feet (flow rate—1.6
four inboard wing panels only or to the entire wing gal/hr), and the LOW position may be used above
leading edge and the horizontal stabilizer leading- 22,000 feet (flow rate—0.9 gal/hr) in order to meet
edge panels as well. The switch positions are ENG, certification requirements of FAR 25.
OFF/RESET, and ALL.
With the ENGINE ANTI ICE switches in HI or
Selecting ENG directs fluid to the four inboard LOW and the SURFACE ANTI ICE switch in
wing panels only; selecting ALL directs fluid to ENG, the pump normally dedicated to the cuff and
all wing and tail panels. fairing panels activates on. The green ICE FLD
SYS ON annunciator illuminates.
Surface (TKS) System Operation
The AFM calls for the operation of the bleed-air In the event that the engine pump does not supply
engine anti-ice, on the ground or in flight whenever adequate pressure, the amber ICE FLUID PUMP
10 ICE AND RAIN

the indicated OAT is +10°C or below while FAIL–ENG annunciator illuminates, the other
PROTECTION

operating in visible moisture. The TKS system need pump is automatically activated, and a solenoid
not be activated until ice is detected. The ENGINE valve opens to supply fluid to the cuff and fairing
ANTI ICE switches can be placed to HI or LOW to panels. This is all accomplished through the logic
activate the bleed air, while the SURFACE ANTI circuit built into the microprocessor.
ICE switch can remain at OFF.

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 CITATION S/II PILOT TRAINING MANUAL

If the ICING DETECTED annunciator illuminates, Table 10-2.   ICE AND RAIN PROTECTION
or if icing is detected on the aircraft, the ENGINE ANNUNCIATORS
ANTI ICE switches must both be positioned
to HI and the SURFACE ANTI ICE switch ANNUNCIATOR DESCRIPTION
positioned to ALL. This activates both fluid pumps AOA HEATER FAIL
and illuminates the green ICE FLD SYS ON This annunciator indicates the heating
annunciator. The surface pump opens a solenoid element in the probe is inoperative, or the
valve which allows it to supply fluid to the wing and pitot heat switch is off.
horizontal stabilizer panels. If the surface pump
does not supply adequate pressure, the ICE FLUID ENG ANTI-ICE LH-RH
PUMP FAIL–SUR annunciator illuminates, and the This annunciator indicates the left and/or
right engine nacelle temperature is low, the
engine pump automatically opens a solenoid valve stator valve is not fully open, or there is low
to allow it to supply all TKS panels. TKS pressure to one or both of the inboard
wing leading-edge panels.
WARNING ICE FLD LOW
This annunciator indicates there is only 15
The surface fluid anti-ice system is not to 20 minutes of operation remaining with
the ENGINE ANTI-ICE switches in HI and
a deice system and will not remove the SURFACE switch in ALL.
significant accumulations of ice. The
ICE FLUID PUMP FAIL ENG-SUR
system must be turned on immediately
This annunciator indicates that the engine
upon detecting ice. If more than one- or surface pump has failed.
eighth inch of ice is accumulated prior
to turning the system on, leave the icing
environment. ICING DETECTED
This annunciator indicates that the ice
detection probe senses an ice buildup. It
CAUTION will remain illuminated for approximately
one minute after departing icing conditions.
Both ENGINE ANTI ICE switches P/S HTR OFF LH-RH
must be positioned to HI for the surface This annunciator indicates that the pitot
protection to function. If they are not, heat switch is off or, if the switch is on, that
various combinations of annunciator power has been lost to the pitot tube heater
or one or both static port heaters in that
panel lights will indicate improper system.
system operation.
TAIL ICE FAIL
This annunciator indicates that TKS pres-
sure has been lost to one or more of the
LIMITATIONS four horizontal stabilizer panels.

W/S AIR O’HEAT

For specific information on limitations, refer to the
This annunciator indicates that the
FAA-approved AFM. bleed air to the windshield exceeds safe
temperature limits. With the control switch
in OFF, it is triggered by a pressure switch
indicating that the control valve is leaking.
EMERGENCY/ WING ICE FAIL
ABNORMAL This annunciator indicates that TKS pres-
sure has been lost to one or both of the
wing proportioner units.
10 ICE AND RAIN

For specific information on Emergency/Abnormal

PROTECTION

procedures, refer to the FAA-approved AFM. ICE FLD SYS ON

This annunciator indicates that the ICE
FLUID SYSTEM is on.

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 CITATION S/II PILOT TRAINING MANUAL

QUESTIONS
1. The correct statement regarding the pitot static 5. Regarding the windshield anti-ice ­system:
anti-ice system is: A. The W/S BLEED switch controls ­volume
A. Electrical power is not required (if bleed (HI or LOW).
air is available). B. The W/S BLEED switch controls
B. The squat switch will not allow full power ­temperature.
to the heating elements while the airplane C. Electrical power must be available to open
is on the ground. the solenoid control valve in the tail cone.
C. Failure of one static port heater will D. Temperature is controlled by the manual
illuminate the P/S HTR OFF ­annunciator. WINDSHIELD BLEED AIR valves.
D. Electrical power is always available to
the pilot’s system (fail-safe operation of 6. Regarding use of the W/S BLEED switch:
the emergency bus in the event of a dual
A. HI position should be used with an OAT
generator failure).
above -18°C.
B. LOW position should be used with an OAT
2. The incorrect statement regarding the P/S
below -18°C.
HTR OFF annunciator is:
C. HI position should be used if greater
A. It will not illuminate if power is lost to the airflow is desired.
angle-of-attack probe.
D. It deenergizes the solenoid control valve
B. It illuminates if the PITOT & STATIC open when HI or LOW is selected.
ANTI-ICE switch is at OFF.
C. Illumination of this annunciator could 7. If the W/S AIR O’HEAT annunciator illumi-
mean the loss of electrical power to the nates with the W/S BLEED switch in OFF,
pitot tube. there is:
D. The annunciator illuminates only if power
A. A 5-psi pressure sensed in the duct.
is lost to both static heaters.
B. A 5-psi pressure buildup in the duct, and
the annunciator is to alert the pilot to open
3. The ice detection system operates:
the WINDSHIELD BLEED AIR valve to
A. Automatically when electrical power is on relieve the pressure to prevent damage to
the airplane. the duct.
B. When the ice detection system switch is C. A system malfunction; the annunciator
turned on. should never illuminate with the W/S
C. Automatically when the outside air BLEED switch in OFF.
temperature drops below -18°C. D. An overtemperature in the duct.
D. When the ENGINE ANTI ICE switches
are placed in the HIGH position. 8. The W/S AIR O’HEAT annunciator will
­illuminate:
4. Ice formation at night is detected by: A. If 5-psi pressure is sensed in the duct with
A. Red windshield ice detection lights. the W/S BLEED switch in OFF.
B. Wing inspection lights on both sides of the B. If the temperature of the air going to the
airplane. windshield exceeds 146°C with the W/S
10 ICE AND RAIN

C. Illumination of the ICING DETECTED BLEED switch in the HI or LOW position.

PROTECTION

annunciator. C. Neither A nor B

D. Any of the above. D. Both A and B

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 CITATION S/II PILOT TRAINING MANUAL

9. If electrical power is lost, the windshield 13. The HI or LOW position of the ENGINE
bleed-air solenoid: ANTI ICE switch affects:
A. Opens, and bleed air flows into the duct. A. The amount of bleed air flow to the nacelle
B. Closes, and terminates bleed-air flow to and stator vanes.
the windshield. B. The rate of TKS fluid flow to the inboard
C. Remains in the selected position, and bleed cuff and fairing panels only.
air is automatically terminated through C. The rate of TKS fluid flow to all wings and
the windshield temperature sensor if the tail panels.
temperature rises too high. D. Whether or not both ignitor plugs will fire.
D. Is unaffected- windshield bleed air is
manually controlled. 14. In order for the engine anti-ice bleed valves to
open, the throttle switches must be above:
10. In order to operate the rain removal ­system, A. 50% N₁
the pilot should:
B. 70% N2
A. Open the rain doors only. C. 60% N2
B. Open the rain doors, and turn on the W/S D. 80% N1
ALCOHOL switch.
C. Open the rain doors, position the 15. Illumination of the ICE FLD LOW annunciator
WINDSHIELD BLEED AIR knobs to indicates:
MAX, and position the W/S BLEED
switch to LOW. A. Less than 10 minutes of continuous
operation using all panels.
D. Open the rain doors, and position the W/S
BLEED switch to LOW. B. Approximately 54 minutes at high flow
using the inboard panels only.
11. The windshield alcohol system: C. Less than 20 minutes of continuous
operation using all panels.
A. Is a backup system for the windshield anti-
D. Both B and C are correct
ice system.
B. Energizes ejectors which apply a­ lcohol
16. The pilot may operate the inboard cuff and
to both the pilot’s and the copilot’s
fairing (TKS) panels only by:
windshields.
C. Utilizes a pump that supplies alcohol to A. Selecting HI or LOW on the ENGINE
the pilot’s windshield only for a maximum ANTI ICE switches and ENG on the
of ten minutes. SURFACE ANTI ICE switch.
D. Both A and C B. Selecting ALL on the SURFACE ANTI
ICE switch.
12. The engine anti-ice system incorporates: C. Selecting HI or LOW on the ENGINE
ANTI ICE switches only.
A. Inboard TKS panels, T1 probe, nose cone,
D. Selecting ENG on the SURFACE ANTI
nacelle, and stator vanes.
ICE switch only.
B. Bleed-air heated nacelle inlets only.
C. Bleed-air heated nacelle and stator vanes 17. For all flights into known or forecast icing
only. conditions, upon takeoff, the TKS tank must:
D. Bleed-air heated inboard anti-ice panels,
10 ICE AND RAIN

A. Contain a minimum of 1.5 gallons fluid.

nacelle, and stator vanes.
PROTECTION

B. Be full.
C. Contain a maximum of 1.5 gallons fluid.
D. Contain a maximum of 5.0 gallons fluid.

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INTENTIONALLY LEFT BLANK

10 ICE AND RAIN
PROTECTION

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11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
INTRODUCTION................................................................................................................ 11-1
GENERAL..............................................................................................................................11-1
AIR CONDITIONING......................................................................................................... 11-2
Control........................................................................................................................... 11-2
Precooler........................................................................................................................ 11-2
Air Cycle Machine........................................................................................................ 11-2
Water Separator............................................................................................................. 11-2
Temperature Control...................................................................................................... 11-4
System Protection.......................................................................................................... 11-4
AIR DISTRIBUTION........................................................................................................... 11-6
Operation....................................................................................................................... 11-6
SUPPLEMENTAL COCKPIT VENTILATION.................................................................. 11-7
OPTIONAL FLOOD COOLING......................................................................................... 11-7
Operation....................................................................................................................... 11-8
LIMITATIONS...................................................................................................................... 11-8
EMERGENCY/ABNORMAL.............................................................................................. 11-8
QUESTIONS........................................................................................................................ 11-9

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11 AIR CONDITIONING

INTENTIONALLY LEFT BLANK

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11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1. PRESS SOURCE Selector..................................................................................... 11-2
11-2. Air Cycle Machine................................................................................................. 11-3
11-3. Air Conditioning Controls..................................................................................... 11-4
11-4. Air Distribution System......................................................................................... 11-5
11-5. OVHD Fan Switch................................................................................................. 11-7
11-6. Supplement Cockpit Fan Outlets........................................................................... 11-7
11-7. Flood Cooling Outlet............................................................................................. 11-7
11-8. FLOOD COOLING Switch................................................................................... 11-8

TABLES
Table Title Page
11-1. Air Conditioning Annunciators............................................................................. 11-8

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11 AIR CONDITIONING

INTENTIONALLY LEFT BLANK

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11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING

INTRODUCTION
The air-conditioning system for the Citation S/II provides conditioned air to both cockpit and
cabin areas. Engine bleed air is used to provide the air required to operate the system. The cabin
and cockpit temperature is regulated by mixing hot bleed air with air cooled by an air cycle
machine (ACM). Fans are provided to circulate cabin air. An optional flood cooling system
provides a means to rapidly reduce the cabin temperature.

GENERAL
The airplane has a conditioned environment with Through the use of the pressurization source
temperature controls for automatic and manual selector switch, the pilot can select either engine
operation. Hot bleed air is tapped off each engine, or both engines to supply bleed air for system
pneumatically controlled, manifolded, and routed operation on the ground or in flight. The cabin can
to the air cycle machine located in the tail cone. be supplied with ambient air in the event the ACM
The air is cooled and distributed through ducting is inoperative and the cabin is unpressurized.
to the cockpit and cabin outlets.

Revision 0.5 FOR TRAINING PURPOSES ONLY 11-1

 CITATION S/II PILOT TRAINING MANUAL
11 AIR CONDITIONING

AIR CONDITIONING When the throttle is retarded below 70% N2, the
valve opens again, and the light reilluminates. If
Bleed air from the engines normally passes through the primary pressure switch fails to close the valve
two solenoid-operated flow control valves which and the right engine rpm exceeds approximately
restrict the bleed flow to six pounds per minute per 74% N2, the secondary pressure switch closes the
engine, which equates to 78 cu/ft per minute per ground valve and illuminates the ACM OVER
engine at 59°F/15°C. The bleed-air line from the PRESS annunciator. The ground valve will not
right engine branches in the tail cone. One branch open again until normal DC power is interrupted
is routed to the normal flow control valve and the by removing power from the buses.
other to a motor-operated ground valve. This valve
can be opened only on the ground and allows a When the EMER position is selected, the bleed air
larger draw of bleed air from the right engine for from the left engine is routed directly into the cabin,
use by the ACM. bypassing the ACM. Temperature is controlled by
volume through throttle setting, and the bleed air
to the ACM is shut off.
CONTROL
The OFF position closes the valves controlling
The source of the bleed air used by the air-­ engine bleed air, and no pressurization or
conditioning system is selected with the PRESS temperature control is available.
SOURCE selector (Figure 11-1). This selector,
along with the other controls associated with the
air-conditioning system, is located on a tilt panel PRECOOLER
forward of the throttle quadrant.
The bleed air from the engines passes through a
precooler that is mounted in the ACM ­ambient-air
duct. This air-to-air heat exchanger cools the bleed
air before it reaches the ACM heat exchangers.
The cooling medium used across the exchanger
is ambient air. This air is drawn into the tail
compartment and blown through the duct by a fan
attached to the ACM turbine shaft.

AIR CYCLE MACHINE

Figure 11-1.   PRESS SOURCE Selector After the air passes through the precooler in the
ram-air duct, it enters the ACM primary heat
NORMAL position opens the flow control valves exchanger (Figure 11-2). The air then passes into
and allows air from each engine to pass into the the ACM compressor, through the secondary heat
ACM. exchanger, and finally across the cooling turbine.
This entire process reduces the temperature of the
The GND position opens the ground valve and bleed air supplied by the engines.
allows a larger draw of air from the right engine to
enter the ACM. When the valve is not fully closed,
a BLEED AIR GROUND annunciator illuminates.
WATER SEPARATOR
A water separator is provided to remove moisture
If the right engine is advanced above approximately from the conditioned air before it enters the cabin.
72% N2, a primary pressure switch causes the The conditioned air from the ACM enters the water
motorized ground valve to close, thus preventing separator, where it is filtered and excess water is
too much air from being supplied to the ACM. The removed. The conditioned air is then ducted through
valve closing causes the BLEED AIR GROUND a check valve into the cabin ducts for distribution.
annunciator to extinguish. The moisture is injected into the air flowing over
the heat exchangers to increase cooling efficiency.

11-2 FOR TRAINING PURPOSES ONLY Revision 0.5

Revision 0.5

ENGINE
BLEED
AIR

VOLUME OF
BLEED AIR IS
CONTROLLED BY
THE BYPASS VALVE PRIMARY HEAT SECONDARY HEAT
(TEMPERATURE EXCHANGER EXCHANGER
CONTROL) OVERHEAT ACM
TEMPERATURE OVERTEMP

CITATION S/II PILOT TRAINING MANUAL

SENSOR SWITCH

WATER WATER FROM SEPARATOR

PRECOOLER SPRAYED OVER HEAT
ASPIRATOR
EXCHANGE UNITS

WATER LINE
FOR TRAINING PURPOSES ONLY

AIR LINE

FAN FAN DRAWS

TAILCONE
AIR INTO
ACM
DUCT

ACM EXHAUST
OVERBOARD

TEMPERATURE COMPRESSOR TURBINE

SENSOR

COLD AIR
TO CABIN

WATER
SEPARATOR
11-3

Figure 11-2.   Air Cycle Machine

11 AIR CONDITIONING
 CITATION S/II PILOT TRAINING MANUAL
11 AIR CONDITIONING

TEMPERATURE CONTROL
The cabin temperature is controlled by temperature
select rheostat or a MANUAL Temperature Control
switch (Figure 11-3). The temperature is controlled
by allowing some of the engine bleed air to bypass
the ACM through a mixing valve. The valve is
positioned by an electric motor that requires main
DC electrical power to operate. This valve can be
opened (warmer temperature setting) and closed
(cooler temperature setting) by either the automatic
or manual mode of temperature control.

The cabin temperature is controlled automatically

when the temperature rheostat is in the automatic
range. This temperature selector is a rheostat which
sends a variable temperature setting to a cabin
temperature controller. The controller compares
the desired setting to the actual cabin temperature
provided by a cabin temperature sensor. This sen-
sor is located in the top of the cabin between the Figure 11-3.   Air Conditioning Controls
main cabin entrance door and the emergency exit.
In addition, the controller receives a temperature is driven open, allowing more hot bleed air to mix
input from the supply duct temperature sensor in with the cold air exhausted from the ACM. When
the tail cone. the switch is released, the mixing valve remains
at the last position. Holding the switch toward
The cabin controller compares all of the electrical MANUAL COLD drives the mixing valve to the
inputs and then sends an output signal to the closed position, thus lowering the temperature. The
mixing valve motor in order to change the supply mixing valve, when manually controlled, travels
temperature. from fully open to fully closed in approximately
ten seconds. Caution should be observed when
For example, if the selector is rotated clockwise by operating in the manual mode to prevent water
the pilot, a higher temperature has been selected. separator freeze-up.
The controller receives this input, compares it to
the signals received from the cabin and supply duct SYSTEM PROTECTION
sensors, and then causes the mixing valve to open
up, allowing more bleed air to bypass the ACM, If the bleed-air temperature in the duct between the
thus increasing the temperature in the cabin. compressor and turbine sections exceeds 435°F
(224°C) (Figure 11-4), the overheat relay causes
In the automatic mode, the system has a supply the flow control and shutoff valves or the ground
air low temperature limit of 35°F (2°C) to prevent valve (depending on which is open) to close and the
the formation of ice in the water separator. The emergency pressurization valve to open. In flight,
input to the controller for this is from the supply the ACM shuts down, and the cabin is pressurized
duct temperature sensor located downstream of the by bleed air from the left engine. This condition is
water separator in the supply duct. indicated by the EMER PRESS ON annunciator
light and an increased noise level in the cabin. If
With the temperature selector in the MANUAL the overheat condition in the ACM exists for longer
position, the mixing valve is controlled manually than 12 seconds, the emergency lockout relay is
by the MANUAL Temperature Control switch. The energized, and the ACM remains inoperative. If the
switch has three positions and is spring-loaded ACM cools down within 12 seconds, it reverts to its
to the center OFF position. When the switch is previous setting, and the emergency pressurization
deflected toward MANUAL HOT, the mixing valve valve closes.

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Revision 0.5

DEFOG

FOOTWARMER

SIDE WINDOW
DEFOG

CITATION S/II PILOT TRAINING MANUAL

DEFOG FAN
WEMAC
FOR TRAINING PURPOSES ONLY

FLOW DIVIDER
100ºF
SENSOR
100ºF DOOR
EMER
PRESS LINE OVERHEAD FAN

315ºF AIR DUCT

OVERHEAT SWITCH T AMBIENT AIR (TAIL CONE)

T
T

WATER
35ºF DUCT TEMP SEPARATOR 435ºF / 224ºC OVERHEAT SWITCH
SENSOR

MIXING
EMER T VALVE
PRESS ACM
VALVE 74%
GROUND BLEED
P P 72% AIR VALVE

NORM FLOW
CTRL VALVES
WELDED
TO VENTURI FOR PRESSURIZATION CLUSTER

TO WINDSHIELD TO DOOR
SEAL
11-5

Figure 11-4.   Air Distribution System

11 AIR CONDITIONING
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11 AIR CONDITIONING

To reset the system for normal operation after a In addition, temperature control is lost because the
shutdown for longer than 12 seconds, it is necessary motor-operated mixing valve fails to the position
to rotate the PRESS SOURCE selector to the set when electrical power is lost.
EMER position and then reselect a position other
than GND or OFF. This condition is most likely
to occur when maximum cooling is demanded
AIR DISTRIBUTION
of the system. On the ground, when the ACM The cabin air distribution system consists of an
overheats, the emergency pressurization valve overhead conditioned air duct and outlets. The
does not open, since it has been deactivated by the passenger footwarmer and armrest warmer manifolds
left main gear squat switch. However, the EMER are supplied by an underfloor conditioned air duct
PRESS ON annunciator light does illuminate. The which supplies the windshield defog outlets and the
reset procedures are the same as for in flight. When crew side console outlets. Figure 11-4 illustrates the
the emergency pressurization valve is providing air distribution system. The conditioned air enters
the source of air for pressurizing the cabin, the the cabin through a single duct and then branches
pilot is unable to control the temperature except at a flow divider, part going to the cockpit and part
through manipulation of the left throttle. Reducing going to the main and auxiliary plenums, then on to
power on the left engine reduces the temperature the passenger section. Air circulation through both
and volume of air entering the cabin. Reducing the overhead ducting and underfloor ducting can be
it too much may cause a rise in cabin altitude, increased by ­actuating the overhead fan and defog
depending on aircraft altitude. The source of air fan, respectively.
for the emergency pressurization system is from
the left engine only.
OPERATION
The air duct from the ACM to the cabin is protected
from overheat damage by a duct overheat sensor. If With the engines operating, selecting a source
the temperature in the duct exceeds 315°F (157°C), of bleed air for the ACM with the PRESS source
the AIR DUCT O’HEAT annunciator illuminates. selector provides conditioned air to the cabin
This condition will most likely occur when heat (excluding EMER and OFF positions). The air
is being demanded and most of the bleed air is flows from the water separator through ducting to
bypassing the cooling process of the ACM. The the cabin, passing through a check valve at the aft
pilot should select MANUAL with the temperature pressure bulkhead.
select rheostat and close the mixing valve by
holding the MANUAL Temperature Control The temperature of the air in the supply duct
switch to MANUAL COLD. Approximately ten determines the position of the recirculating air
seconds is required to drive the mixing valve from inlet door. At temperatures below 100°F (38°C),
the fully hot to the fully cold position. The pilot the door is fully closed, and conditioned air
should also check that the TEMP circuit breaker flows through both the overhead and underfloor
on the left circuit-breaker panel is in. Loss of distribution ducts. With a temperature above 100°F
power or opening of the circuit breaker renders (38°C), the door is fully open, and all of the hot
the temperature control system inoperative in both air from the ACM is diverted to the underfloor
automatic and manual modes. ducting system. Air from the overhead ducts is now
recirculated cabin air only, which is cooler than the
If complete DC electrical power failure occurs in air coming from the ACM. The air flowing through
flight, regardless of the PRESS SOURCE selector the overhead ducting is distributed and controlled
position, the system operates as though the switch by manipulation of the individual Wemac outlets.
is in the NORMAL position. If the selector is in Increased airflow through these Wemac outlets
the NORMAL position when the electrical failure can be obtained by selecting HI or LOW with the
occurs, the air-conditioning system will continue OVHD fan switch (Figure 11-5) on the co­pilot’s
to operate in that mode. Without electrical power, instrument panel.
the emergency pressurization valve fails closed.

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11 AIR CONDITIONING
Figure 11-5.   OVHD Fan Switch
The air that flows to the underfloor ducting is
divided by the flow divider assembly. Part of the
air flows to the flight compartment and part to Figure 11-6.   Supplement Cockpit
the passenger footwarmer and armrest warmer Fan Outlets
manifolds. The position of the flow bias valve is
determined by the AIR FLOW DISTR selector The fans are controlled by the OVHD fan switch
(Figure 11-3). It is a five-position selector that located on the copilot’s panel (Figure 11-5). The
allows selection of increased or decreased airflow switch has three positions: HI, OFF, and LOW.
to the cabin or cockpit. For example, selecting
the CKPT position diverts most of the air to the
flight compartment, while selecting CABIN diverts
most of the air to the armrest and footwarmer OPTIONAL FLOOD
manifolds. Using the defog fan in conjunction with COOLING
the flow divider increases the airflow to the flight
compartment. Maximum flow can be obtained The flood cooling system provides an air outlet
by selecting CKPT with the AIR FLOW DISTR grill on the upper aft pressure bulkhead to supply
selector and selecting HI with the defog fan switch. a high volume of cool air directly from the ACM
The defog fan switch is located adjacent to the (Figure 11-7). It bypasses the normal overhead and
overhead fan switch on the copilot’s instrument underfoot duct system and eliminates the heating of
panel and has three positions: HI, OFF, and LOW. the conditioned air by the hot-soaked distribution
The pilot’s footwarmer outlet must be closed to ducting. It is intended for cooling purposes only,
obtain maximum defogging at the windshields. and in flight may be used only below 10,000 feet.
When the footwarmer outlet is closed, a side The right generator must be operable to power the
window defog valve is also closed, preventing system.
moist air from finding its way into the area between
the side windowpanes and condensing as it meets
the cold-soaked outer pane of glass.

SUPPLEMENTAL
COCKPIT VENTILATION
Two fans (one fan on some airplanes) are installed
in the forward cabin divider: one in the right divider
and one in the left divider except on airplanes with
a forward deluxe refreshment center. Air flows Figure 11-7.   Flood Cooling Outlet
from the passenger compartment through the fans
to the crew compartment. Figure 11-6 shows the
cockpit ventilation fan outlets.

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11 AIR CONDITIONING

OPERATION
The FLOOD COOLING switch (Figure 11-8) is
located next to the pressurization controller on
the center panel in the cockpit. It is a two-position
switch labeled ON and OFF.

When the FLOOD COOLING switch is in OFF,

the conditioned air is directed through the normal
distribution system.
Figure 11-8.   FLOOD COOLING Switch
When the switch is placed to the ON position, the
conditioned air is blocked off from the normal
distribution system, and all conditioned air is Table 11-1.   AIR CONDITIONING
directed into the flood cooling duct. ANNUNCIATORS
Installed in the flood duct is a DC-powered axial ANNUNCIATOR DESCRIPTION
blower which increases the flow of air. At low
ACM O’PRESS
power settings, with the FLOOD COOLING
This annunciator indicates that the
switch selected ON, the ACM does not supply primary pressure switch has failed and
enough conditioned air to the blower, so it draws the secondary switch has activated.
in ambient air from the tail cone and mixes it with
the conditioned air. AIR DUCT O’HEAT
This annunciator indicates that the
As the engine power is increased, thus increasing temperature in the duct past the ACM
leading to the cabin exceeds safe limits.
the supply of conditioned air, the ambient air check
valve closes, and all of the air entering the cabin is BLD AIR GND
then conditioned air. This annunciator indicates that a high flow
rate of bleed air has been selected from
The flood cooling control is wired directly to the the right engine for ground operation of
the air cycle machine.
right generator through a 20-ampere circuit breaker.
Therefore, the right generator must be operating in EMERG PRESS ON
order for flood cooling to function. This prevents This annunciator indicates that emergency
pressurization has been manually selected
use of the flood cooling fan on the ground before or automatically activated by an air cycle
engine start to prevent battery depletion. machine overheat.

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

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11 AIR CONDITIONING
QUESTIONS
1. When controlling the cabin temperature with 6. The source of bleed air when the EMER
the manual temperature switch, the mixing PRESS ON annunciator is illuminated in flight
valve is positioned from full hot to full cold is:
in approximately: A. Either the left or right engine
A. 18 seconds B. The left engine only
B. 6 seconds C. The right engine only (provided that the
C. 3 seconds GND position is not selected)
D. 10 seconds D. Ram air

2. The AIR DUCT O’HEAT annunciator illumi- 7. The OAT is 90°F; as the airplane passes
nates when the: through 4,000 feet on climbout, the EMER
A. ACM shuts down. PRESS ON annunciator illuminates, and the
noise level in the cockpit increases:
B. Temperature of air in the duct to the cabin
is excessive. A. The ACM has shut down due to an overheat;
C. Temperature of the air going to the select EMER with the PRESS SOURCE
windshield is excessive. selector and a cooler temperature with the
automatic ­temperature selector.
D. EMER source is selected unless the left
throttle is retarded. B. The ACM has shut down; turn the PRESS
SOURCE selector OFF, and call for the
checklist.
3. If the ACM overheat switch has activated and
the ACM has shut down, it may be reset by C. The ACM has shut down due to an
placing the PRESS SOURCE selector in: overheat; adjust to a warmer temperature,
select EMER with the PRESS SOURCE
A. EMER selector, and call for the checklist.
B. GND D. The ACM has not shut down; select
C. NORMAL MAN and full cold to cool it down, thus
D. Either LH or RH preventing damage.

4. Selecting the HI position with the OVHD fan

switch:
A. Increases the airflow from the overhead
ducts.
B. Increases airflow from the underfloor
ducts.
C. Increases the airflow in the windshield
defog system.
D. Keeps the toilet area ventilated.

5. Closing the footwarmers on descent:

A. Cuts off airflow to the windshields.
B. Cuts off all fresh air to the side ­windows.
C. Increases airflow to the side windows for
defogging on descent.
D. Results in side window fogging.

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CHAPTER 12
PRESSURIZATION
CONTENTS
INTRODUCTION................................................................................................................ 12-1

12 PRESSURIZATION
GENERAL............................................................................................................................ 12-1
SYSTEM DESCRIPTION.................................................................................................... 12-2
Pressurization Controller............................................................................................... 12-2
Outflow Valves............................................................................................................... 12-4
Operation....................................................................................................................... 12-4
LIMITATIONS...................................................................................................................... 12-5
EMERGENCY/ABNORMAL.............................................................................................. 12-5
QUESTIONS........................................................................................................................ 12-6

ILLUSTRATIONS
Figure Title Page
12-1. Pressurization System - Airborne.......................................................................... 12-3
12-2. Pressurization Controls and Indicators.................................................................. 12-4
12-3. Manual Emergency Dump Valve........................................................................... 12-4

TABLES
Table Title Page
12-1. Pressurization Annunciators.................................................................................. 12-5

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CHAPTER 12
PRESSURIZATION

12 PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation S/II is used to maintain a lower cabin (pressure vessel)
altitude than actual airplane altitude. This is accomplished by controlling the amount of air
allowed to escape overboard from the cabin. On the Citation S/II, the pressurization and air-
conditioning systems employ a common airflow; therefore, cabin pressurization is accomplished
with conditioned air.

GENERAL
Two elements are required to provide cabin The cabin pressure control system includes a
pressurization. One is a constant source of air. The pressure controller, two outflow valves, two cabin
other is a method of controlling the flow of air into or altitude limit valves, and a pneumatic relay. An
out of the airplane to achieve the desired differential emergency dump valve and a regulated vacuum
pressure and resultant cabin altitude. In the Citation supply complete the cabin pressure control
S/II, the inflow of air to the cabin is fairly constant system. Cabin pressurization is obtained by releasing
(through a wide range of engine power settings), and conditioned air under pressure into the fuselage and
the outflow of air is controlled by the two outflow limiting the rate at which the air is exhausted to the
valves located on the aft pressure bulkhead. ­atmosphere.

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The purpose of the pressurization ­control system The three solenoid air valves are connected to
is to keep the cabin of the airplane as near sea the airplane electrical system through the NORM
level pressure as possible throughout the varying PRESS circuit breaker on the left circuit-breaker
altitudes during flight. The pressurized area of the panel. Ground for the valves’ circuitry is completed
airplane can be maintained at sea level pressure up through two parallel throttle switches on the aft
to a flight altitude of approximately 23,000 feet and quadrant and the left gear squat switch. These
at a pressure altitude of approximately 8,000 feet three solenoid valves are further discussed under
while the airplane is at 43,000 feet. These pressures Operation.
impose a normal cabin-to-­atmosphere pressure
12 PRESSURIZATION

differential that is regulated by the two outflow It is the function of the controller to meter control
valves which are calibrated at 8.7 psi ± 0.1. The air (vacuum) to the outflow valves so that desired
limit is indicated by 8.8 psi. cabin altitude and rate of climb are achieved. The
controller consists of two chambers separated
The tail cone utilizes ram air to provide positive by a movable diaphragm. One chamber senses
pressure to the tail cone (relative to outside static cabin pressure while the other chamber references
pressure) to preclude entry of any external fluids. ambient pressure outside the pressure vessel.
Pressure differences between the two chambers,
resulting from changes in altitude, cause the
SYSTEM DESCRIPTION diaphragm to move and route control air to the
pneumatic relay. The pneumatic relay amplifies this
signal and, in turn, controls the two outflow valves.
PRESSURIZATION Cabin pressure is then increased or decreased
CONTROLLER until equilibrium between the two chambers is
established. Desired cabin altitude is selected
The pressurization control system uses a variable by rotating the cabin altitude selector knob. This
isobaric controller to drive two identical outflow applies a spring bias to the movable diaphragm
valves through a compensated pneumatic relay and changes the pressure differential at which
(Figure 12-1). Both outflow valves modulate the equilibrium between the two chambers is achieved.
flow of air discharging from the cabin during normal
operation. Either or both valves open automatically The rate at which the cabin climbs or descends
if required to provide positive pressure relief is controlled by the cabin rate knob. This valve
protection. Each valve is connected to a cabin bleeds air between the two sealed chambers and, in
altitude limit control unit, which automatically conjunction with an isobaric bellows, determines
overrides any pressurization control system failure the rate at which the spring pressure is applied to
that would cause cabin altitude to exceed 13,000 the movable diaphragm when a new cabin altitude
+/– 1,500 feet. is selected. The cabin altimeter and cabin rate-of-
change indicators are located on the center pedestal,
The system incorporates three solenoid valves that adjacent to the pressurization controller (Figure
are functional primarily during ground operations 12-2). The cabin altimeter presents existing cabin
(Figure 12-1). Solenoid A, located on the controller, altitude on the outer scale and pressure ­differential
is a normally open valve that is energized closed on the inner scale. The pressure differential needle
when either or both throttles are above 85% N2 and indicates multiple malfunctions of the outflow
the airplane is on the ground. This valve remains system if a pressure differential in excess of 8.8
closed during the takeoff roll to disable the rate- psi is shown on the gage. The cabin rate-of-change
control function of the controller and allow the indicator shows the rate at which the cabin is
pneumatic relay to control pressurization. ascending or ­descending.

Solenoids B and C are two-way, two position,

normally closed valves. The valves are energized
open when either throttle is below 80% N2 and the
airplane is on the ground.

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AMBIENT
AIR

MAX DIFFERENTIAL
PRESSURE VALVE

CITATION S/II PILOT TRAINING MANUAL

AUXILIARY
FOR TRAINING PURPOSES ONLY

VOLUME PNEUMATIC
TANK RELAY
CABIN ALTITUDE
LIMIT VALVE

“B”
VALVE “C”
N.C. VALVE CABIN ALTITUDE
N.C. LIMIT VALVE
“A”
VALVE
N.O.

MANUAL
DUMP
VACUUM VALVE
EJECTOR
BLEED AIR

MAX DIFFERENTIAL
PRESSURE VALVE

AMBIENT
AIR

Figure 12-1.   Pressurization System - Airborne

12-3

12 PRESSURIZATION
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12 PRESSURIZATION

Figure 12-2.   Pressurization Controls and Indicators

OUTFLOW VALVES them to the full open position, assuring the airplane
is depressurized during all ground operations. This
There are two forces at work on the outflow valves is accomplished by a solenoid valve energized only
at all times. The first is a spring which is always by the squat switch.
attempting to close the respective valve, restricting
the outflow of air and causing the cabin to descend,
or pressurize. Offsetting this spring is the control air OPERATION
­(vacuum) regulated by the cabin pressure controller Prior to takeoff, the desired cruise altitude plus 1,000
and amplified by the pneumatic relay. This tends to feet is selected on the ­pressurization controller dial
pull the outflow valve off the seat allowing air to labeled “ACFT” (Figure 12-2). Cabin altitude at
escape, climbing, or depressurizing, the cabin. In this cruise altitude is then ­displayed on the adjacent
the event that control vacuum should exceed limits scale labeled “CABIN.” Position the rate control
due to a malfunction, cabin altitude limit valves are selector so that the pointer falls within the nominal
provided to prevent cabin altitude from exceeding white arc.
13,000 ±1,500 feet. If the control vacuum exceeds
the barometric reference in the cabin altitude limit
valves, they open and allow cabin air to enter the
control air line, reducing the vacuum. This causes
the outflow valves to move toward the closed
position and reestablish cabin pressure. A manual
emergency dump valve (Figure 12-3) located in
the vacuum line can be utilized to route vacuum
directly to the outflow valves and dump all cabin
pressure in case of an in-flight emergency.

The dump valve lever is covered by a guard to

prevent accidental operation. The outflow valves are
calibrated to regulate cabin differential pressure up
at 8.7 psi ± 0.1. During ground operation, vacuum
is routed directly to both outflow valves, driving Figure 12-3.   Manual Emergency
Dump Valve

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During the takeoff roll, advancement of the throttles Table 12-1.   PRESSURIZATION

operates three solenoid valves, moving the outflow ANNUNCIATORS
valves into the controlling range and trapping
ambient pressure for reference by the pneumatic ANNUNCIATOR DESCRIPTION
relay. After lift-off, all solenoids are deenergized CABIN ALTITUDE 10000 FT
and normal control of cabin pressurization and rate This annunciator indicates the cabin
is returned to the controller. pressure altitude is above 10,000 feet. Illu-
mination of this annunciator also triggers
the MASTER WARNING light.
When preparing to land, the crew should select

12 PRESSURIZATION
200 feet above the landing field pressure altitude
on the controller and a rate compatible with the
intended rate of descent. When the cabin reaches
the selected altitude, the system maintains the cabin
at 200 feet above field pressure altitude until the
airplane descends below this level. The valves are
controlled open as the airplane passes through the
200-foot level, assuring an unpressurized cabin
during landing. At touchdown, with the throttles
at less than the 80% N2 position, the left landing
gear squat switch opens a solenoid valve. With
the airplane previously unpressurized, the full-
open signal provided by the solenoid valve has
little effect. This feature ensures the cabin is
unpressurized for ground operations.

Since the only electrical circuit involved in the

pressurization system is the takeoff and landing
function of the squat switch, loss of electrical
power does not affect the ability to pressurize or
depressurize the airplane in flight. However, if
the airplane vacuum system fails, the pressure
controller becomes inoperative, the outflow valves
close, and the cabin pressure is maintained at 8.8
psi or full differential by the differential pressure
limiters installed in each outflow valve. The only
means of depressurizing the airplane is to reduce
or stop the inflow of air into the pressure vessel.

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

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QUESTIONS
1. Pressurization of the airplane is normally 5. While cruising at FL 350 the airplane vacuum
maintained by: system fails. The cabin altitude:
A. Controlling the amount of air entering the A. Immediately goes to 13,500 feet.
cabin. B. Remains at approximately 10,000 feet (as
B. Controlling the amount of air escaping the set by the limiters).
cabin. C. Rapidly approaches 35,000 feet.
12 PRESSURIZATION

C. Modulating the temperature of the ACM. D. Decreases to a value as determined by the

D. Manipulating the throttles. maximum differential pressure.

2. If the main vacuum source to the pressurization

controller is lost, the airplane pressure
differential will:
A. Go to zero as the airplane depressurizes.
B. Go to maximum limits as allowed by the
outflow valves.
C. Stabilize at about 13,500 feet as controlled
by the altitude limit valve.
D. Cause the passenger oxygen system to
activate.

3. The emergency dump valve:

A. Fail-safe opens if electrical power is lost.
B Is effective whether vacuum is available or
not.
C. Is intended for ground use only in the
event of a vacuum failure.
D. Depends upon vacuum to have any effect
on pressurization.

4. The landing gear squat switch causes the

airplane to completely depressurize while
on the ground by opening a solenoid valve,
routing vacuum directly to:
A. Both outflow valves.
B. The pressure controller.
C. The cabin altitude limit valve.
D. The emergency dump valve.

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CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 13-1
GENERAL............................................................................................................................ 13-1
MAJOR COMPONENTS..................................................................................................... 13-2
Reservoir....................................................................................................................... 13-2
Pumps............................................................................................................................ 13-3
System Bypass Valve..................................................................................................... 13-3
Firewall Shutoff Valves.................................................................................................. 13-3

13 HYDRAULIC POWER
Filters............................................................................................................................. 13-3

SYSTEM
Flow Switches............................................................................................................... 13-3
OPERATION........................................................................................................................ 13-3
HYDRAULIC SUBSYSTEMS............................................................................................ 13-5
LIMITATIONS...................................................................................................................... 13-5
EMERGENCY/ABNORMAL.............................................................................................. 13-5
QUESTIONS........................................................................................................................ 13-6

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SYSTEM

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ILLUSTRATIONS
Figure Title Page
13-1. Hydraulic Reservoir............................................................................................... 13-2
13-2. Hydraulic Servicing Connections.......................................................................... 13-3
13-3. ENG FIRE Switchlights........................................................................................ 13-3
13-4. Hydraulic System Schematic................................................................................. 13-4

TABLES
Table Title Page
13-1. Hydraulic Power System Annunciators................................................................. 13-5

13 HYDRAULIC POWER
SYSTEM

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SYSTEM

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CHAPTER 13
HYDRAULIC POWER SYSTEM

13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
The Citation S/II hydraulic system is pressurized by two engine-driven pumps, one on each engine.
The system provides pressure for four subsystems: landing gear, flaps, speedbrakes, and optional
thrust reversers. System operation is monitored by annunciator lights.

GENERAL
The hydraulic system is classified as “open center,” The reservoir is pressurized to provide an adequate
bypassing pump output to return with essentially supply of fluid to the pumps under all operating
no buildup of pressure. Fluid bypassing ceases and conditions. Fluid is filtered prior to entering a
pressure is provided when operation of a subsystem subsystem and enroute to the reservoir.
is initiated.
Annunciator lights warn of low fluid level and low
The pumps are supplied with fluid through electric flow and indicate when the system is pressurized.
motor-operated firewall shutoff valves controlled
from the cockpit. The wheel brake system is hydraulically ­powered
by a separate, completely independent hydraulic
system.

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MAJOR COMPONENTS A visual fluid level indicator on the aft end

indicates FULL when properly serviced with 0.5
gallon of fluid, OVERFULL at 0.65 g ­ allon, or
RESERVOIR REFILL at 0.2 gallon. If the fluid level drops to 0.2
gallon, the amber HYD LEVEL LO annunciator
The reservoir (Figure 13-1) is mounted in the tail illuminates. Checking ­reservoir fluid level is an
cone area on the engine carry-through beams. It exterior inspection item. A relief valve on top of the
is pressurized to 15–16 psi by hydraulic system reservoir opens at approximately 30 psi to prevent
pressure applied to a small piston in the reservoir over-­pressurization. It can be manually opened for
neck. When the hydraulic system is not under ­bleeding or fluid release.
pressure, an internal spring provides 2.7–4.0 psi
pressure on the fluid.
RELIEF
VALVE

LOW FLUID
SWITCH
SUCTION
13 HYDRAULIC POWER

RETURN/
DRAIN
REFILL FULL
SYSTEM

VENT

PISTON SPRING

RELIEF
VALVE
MANUAL
PRESSURE
RELEASE
LOW
FLUID
SWITCH

FLUID
LEVEL
INDICATOR
SUCTION

RESERVOIR
PRESSURIZATION

LEGEND
RETURN/
SYSTEM PRESSURE
DRAIN
SUCTION SUPPLY
ELECTRICAL
Figure 13-1.   Hydraulic Reservoir

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To service the reservoir, pressurizing equipment

such as a hydraulic mule or hand-­operated pump
must be used. Servicing connections are provided
on the right underside of the fuselage below the
right engine (Figure 13-2).
Figure 13-3.   ENG FIRE Switchlights

The valves are normally open and are to be closed

only in the event of an engine fire or to perform
maintenance.

FILTERS
The system incorporates three fluid filters, two
for filtering fluid leaving the pumps and one for
filtering return fluid prior to entering the reservoir.
Each filter incorporates a bypass valve that opens
at 100 psid if the filter element clogs. There is no
cockpit indication of any filter bypass.

13 HYDRAULIC POWER
Figure 13-2.   Hydraulic Servicing FLOW SWITCHES
Connections

SYSTEM
A flow switch installed in each pump pressure
line controls the HYD FLOW LOW LH/RH
PUMPS annunciator. As flow from a pump exceeds 1.33
gpm, a circuit opens to extinguish the LH or RH
The constant-volume gear pumps, driven by the annunciator, as applicable. Flow decrease to 0.35–
accessory section of the engines, are rated at 3.25 0.55 gpm will close the circuit, illuminating the
gpm each. The pumps are in operation when the annunciator. A check valve in the flow switch
engines are operating. Either pump is capable of prevents backflow into the pump.
operating all subsystems.

SYSTEM BYPASS VALVE OPERATION

The solenoid-operated system bypass valve is the
heart of the system. It is spring-loaded open to route When an engine is started, the pump draws fluid
pump output to the return line. When energized from the reservoir through the normally open
by selecting the operation of a subsystem, the firewall shutoff valve (Figure 13-4). Pump output
valve electrically closes and hydraulic pressure flow, through the flow switch, opens a circuit to
is produced. If electrical power is interrupted, the extinguish the LH or RH segment of the HYD
valve fails “open”. A mechanical relief valve in FLOW LOW annunciator.
parallel with the bypass valve maintains the system
pressure at a maximum of 1,500 psi. Assuming that no subsystem is being operated,
the deenergized system bypass valve is open,
bypassing pump output to return. As the s­ econd
FIREWALL SHUTOFF VALVES engine is started, the remaining HYD FLOW LOW
annunciator is extinguished.
A firewall shutoff valve is installed in the supply
line to each hydraulic pump. The valves are electric
motor operated and are controlled by ENG FIRE
switchlights on the glareshield (Figure 13-3).

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FLOW FLOW
SWITCH SWITCH
F F

LANDING
GEAR

SPEED-
BRAKES
SYSTEM BYPASS
VALVE
FILTER FLAPS FILTER

THRUST
REVERSER

P
13 HYDRAULIC POWER

RELIEF
VALVE
SYSTEM

FILTER

HYD FIREWALL FIREWALL HYD

SHUTOFF SHUTOFF PUMP
PUMP
VALVE VALVE

RESERVOIR

Figure 13-4.   Hydraulic System Schematic

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When the operation of any subsystem is initiated,

a circuit is completed to energize the system
LIMITATIONS
bypass valve to the closed position (closed center). For specific information on limitations, refer to the
As pressure increases, the HYD PRESS ON FAA-approved AFM.
annunciator illuminates. System pressure is limited
to 1,500 psi as the system relief valve opens. When
the selected operation is completed, the circuit to the
system bypass valve opens. The deenergized valve EMERGENCY/
spring-loads to the open position, again bypassing
pump output to return. The system depressurizes, ABNORMAL
and the HYD PRESS ON annunciator goes out.
The system remains in the essentially unpressurized For specific information on Emergency/Abnormal
(open center) condition until another ­subsystem is procedures, refer to the FAA-approved AFM.
selected for operation.
Table 13-1.   HYDRAULIC POWER SYSTEM
When an engine is shut down, the applicable ANNUNCIATORS
HYD FLOW LOW annunciator illuminates. With
both engines shut down, both HYD FLOW LOW ANNUNCIATOR DESCRIPTION
annunciators illuminate. Loss of a pump during F/W SHUTOFF
system operation is i­ndicated by illumination of This annunciator indicates that the left or
the applicable annunciator. right fuel and hydraulic valves are both

13 HYDRAULIC POWER
fully closed.

Depressing an ENG FIRE switchlight closes the HYD FLOW LOW

SYSTEM
hydraulic shutoff valve and the fuel shutoff valve This annunciator indicates the left and/
for that engine, which illuminates the respective or right hydraulic pump flow rate is below
LH/RH F/W SHUTOFF annunciator. In addition, normal.
the generator is ­electrically disconnected as the
field relay trips, and the fire-extinguishing system HYD LOW LEVEL
This annunciator indicates the fluid in the
is armed. hydraulic reservoir is low.

HYDRAULIC HYD PRESS ON

This annunciator indicates the hydraulic
SUBSYSTEMS system is pressurized.

Hydraulically powered subsystems include land-

ing gear, speedbrakes, flaps and thrust reversers.
Application of hydraulic power to the other two
subsystems is presented in Chapter 14 - “Landing
Gear and Brakes,” Chapter 15 - “Flight Controls”
and Chapter 7 - ”Powerplant.”

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QUESTIONS
1. The system bypass valve is: 6. The reservoir quantity indicator is located:
A. Spring-loaded closed A. In the right forward baggage c­ ompartment.
B. Spring-loaded open B. On the copilot’s instrument panel.
C. Energized closed C. On the right engine near the oil filter.
D. Both B and C D. In the tail cone area.

2. Depressing an ENG FIRE switchlight: 7. Reservoir fluid level below 0.2 gallon is
A. Shuts off hydraulic fluid to the pump. indicated by illumination of the:
B. Trips the generator field relay. A. L or R HYD LEVEL LO annunciator.
C. Arms the fire-extinguishing system. B. HYD PRESS ON annunciator.
D. All of the above C. HYD LEVEL LO annunciator.
D. LH or RH HYD FLOW LOW a­ nnunciator.
3. Closing of a hydraulic firewall shutoff valve is
indicated by: 8. Hydraulic system operation is indicated by
A. A warning horn illumination of the:
B. Illumination of the applicable F/W A. HYD LEVEL LO annunciator.
13 HYDRAULIC POWER

SHUTOFF annunciator if the fuel shutoff B. HYD PRESS ON annunciator.

valve also closes C. L or R HYD LEVEL LO annunciator.
SYSTEM

C. Illumination of the HYD PRESS ON D. LH or RH HYD FLOW LOW a­ nnunciator.

annunciator
D. None of the above 9. Of the following statements concerning the
hydraulic system, the correct one is:
4. If electrical power is lost, the system bypass A. The HYD PRESS ON annunciator
valve: illuminates any time the engine-driven
A. Spring-loads to the closed position. pumps are operating.
B. Is not affected. B. A HYD PRESS ON annunciator
C. Spring-loads to the open position. illuminating while the gear is extending
D. None of the above may indicate a failed hydraulic pump.
C. The HYD LEVEL LO annunciator
5. The hydraulic system provides pressure to illuminates whenever reservoir fluid level
operate the: is 0.5 gallon.
D. A HYD FLOW LOW annunciator
A. Landing gear, speedbrakes, thrust
­illuminating may indicate a failed
reversers, and flaps
hydraulic pump.
B. Landing gear and speedbrakes only (all
airplanes)
C. Antiskid brakes, landing gear, and flaps
D. Speedbrakes, landing gear, and wheel
brakes

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CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION................................................................................................................ 14-1
GENERAL............................................................................................................................ 14-1
LANDING GEAR................................................................................................................ 14-2
General.......................................................................................................................... 14-2
Controls and Indicators................................................................................................. 14-4
Operation....................................................................................................................... 14-6
NOSEWHEEL STEERING.................................................................................................. 14-7
BRAKES............................................................................................................................ 14-10
General....................................................................................................................... 14-10
Operation.................................................................................................................... 14-10
Emergency Brakes...................................................................................................... 14-12
LIMITATIONS................................................................................................................... 14-13
EMERGENCY/ABNORMAL........................................................................................... 14-13

14 LANDING GEAR
QUESTIONS..................................................................................................................... 14-14

AND BRAKES

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INTENTIONALLY LEFT BLANK

14 LANDING GEAR
AND BRAKES

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ILLUSTRATIONS
Figure Title Page
14-1. Right Main Gear and Door.................................................................................... 14-2
14-2. Nose Landing Gear and Doors.............................................................................. 14-2
14-3. Main Landing Gear Actuator................................................................................. 14-3
14-4. Nosewheel Spin-Up System.................................................................................. 14-4
14-5. Landing Gear Control Panel.................................................................................. 14-5
14-6. Landing Gear Handle Locking Solenoid and Switches......................................... 14-5
14-7. Gear Position Indications....................................................................................... 14-6
14-8. Landing Gear Schematic - Retraction................................................................... 14-8
14-9. Landing Gear Schematic - Extension.................................................................... 14-9
14-10. Antiskid Power / Emergency Brake System....................................................... 14-11
14-11. Park Brake Handle.............................................................................................. 14-12
14-12. Emergency Brake Lever..................................................................................... 14-12

TABLES
Table Title Page

14 LANDING GEAR
14-1. Landing Gear and Brakes Annunciators............................................................. 14-13

AND BRAKES

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INTENTIONALLY LEFT BLANK

14 LANDING GEAR
AND BRAKES

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CHAPTER 14
LANDING GEAR AND BRAKES

INTRODUCTION
The Citation S/II landing gear is electrically controlled and hydraulically actuated. When retracted,
the nose gear and the struts of the main gear are enclosed by mechanically ­actuated doors. The

14 LANDING GEAR
main gear wheels remain uncovered in the wheel wells. Gear ­position and warning are provided

AND BRAKES
by colored indicator lights and a warning horn.
Nosewheel steering is mechanically actuated through linkage from the rudder pedals. A self-
contained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.

GENERAL
Each inboard-retracting main gear utilizes two Gear position indication is provided by one red and
hydraulic actuators—one for gear actuation and three green position indicator lights on the landing
one for uplock release. Two hydraulic actuators gear control panel. In addition, a ­warning horn
perform identical duties for the ­forward-retracting sounds when throttle or flap and gear position are
nose gear. An electrically positioned control valve not compatible.
directs hydraulic pressure for gear operation.

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The mechanically actuated nosewheel steering

system is actuated by cable linkage from the
rudder pedals. The system is enabled with the gear
extended, on or off the ground. Nose gear centering
is accomplished mechanically during retraction.

The power brake system uses a separate hydraulic

system powered by an electrically driven pump.
Each main gear wheel houses a multiple disc brake
assembly that can be actuated by pressure from the
electrically driven pump, master cylinder pressure,
or stored air pressure during emergency braking. A
­parking brake is provided for engine starting and
for parking the airplane.
Figure 14-1.   Right Main Gear and Door

LANDING GEAR The downlock mechanism consists of a l­ocking

ring held in a groove on the actuator piston. It can
be released only with hydraulic pressure applied
GENERAL to the retract side of the actuator; therefore, no
external downlock pins are required.
The main and nose landing gear struts are
­conventional air-oil struts. Each strut has a floating
A door actuated by gear movement covers the main
piston with hydraulic fluid on one side and a
gear strut when retracted; the tire wheel fairs into
nitrogen pressure charge on the other side for shock
the wheel well and is not covered.
absorption during taxi, takeoff, and landing. A data
plate on the strut contains information to determine
Each main gear wheel incorporates a fusible plug
the proper amount of visible chromed surface on
that melts to deflate the tire if excessive tire pressure
the lower portion of the strut. The landing gear
is generated by an overheated brake.
is normally hydraulically actuated but can be
mechanically and pneumatically extended if the
­normal gear actuation system fails. Nose Gear
The nose gear assembly (Figure 14-2) includes a
Main Gear
14 LANDING GEAR

strut, two hydraulic actuators, torque links, a single

AND BRAKES

wheel, and a self-contained shimmy damper.

The main gear assembly (Figure 14-1) includes
a strut, two hydraulic actuators, torque links, a
landing light, a single wheel with a mult­iple disc
brake, and a squat switch on the left main gear only
that senses in-flight/on-ground conditions. If the
airplane is equipped with thrust reversers, a squat
switch is installed on the right main gear.

The main gear is locked in the retracted position

by a spring-loaded/hydraulic uplock actuator. Prior
to extension, this uplock actuator must be released
by hydraulic pressure before the hydraulic pressure
can reach the main hydraulic actuator to extend the Figure 14-2.   Nose Landing Gear and Doors
gear. When the gear is extended, an internal locking
mechanism within the main gear actuator engages
the mechanical locking ring (Figure 14-3).

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VISUAL
INDICATOR
(NOT LOCKED)

LEGEND
PNEUMATIC EXTENSION
RETRACTED
HYDRAULIC EXTENSION

HYDRAULIC RETRACTION
VISUAL
INDICATOR
(LOCKED)
RETRACT
PORT
PNEUMATIC HYDRAULIC
EXTEND EXTEND
PORT PORT

14 LANDING GEAR
AND BRAKES
LOCKING
PISTON PISTON

LOCKING
RING

EXTENDED AND LOCKED

Figure 14-3.   Main Landing Gear Actuator

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The nose gear is held in the retracted position by Within 90 seconds, the N/W RPM indicator should
a spring-loaded/hydraulic uplock mechanism that illuminate green as wheel speed increases into the
is released by a hydraulic actuator prior to gear 1,600–2,400 rpm range. Maintain wheel speed
extension. When the gear is extended, an internal within this range by adjusting the NOSE WHEEL
locking mechanism in the gear actuator engages to SPIN-UP control. Overspeed is indicated by the
lock the gear down. This locking device is similar N/W RPM indicator changing from green to red.
to the one in the main gear actuator. No external The pilot’s (left) WINDSHIELD BLEED AIR
downlock pin is required for the nose gear. The nose valve control may be turned on during approach
gear is mechanically centered prior to retraction. if rain removal or anti-icing is desired; however,
wheel acceleration rate will be reduced. As the
Three doors are actuated by nose gear movement nosewheel touches down, position the NOSE
to completely enclose the nose gear and wheel at WHEEL SPIN-UP control to OFF.
retraction. The two forward doors are closed with
the gear extended or retracted and are open only During operation of the spin-up system, engine
during gear transit. The aft door remains open with power should be above 60% N2 to ensure ­adequate
the gear extended. bleed air.

Nosewheel Spin-Up System CONTROLS AND INDICATORS

An optional gravel runway system is available The landing gear is controlled by the LDG GEAR
to reduce gravel spray at nosewheel touchdown. control handle to the left side of the center panel
On airplanes so equipped, the nosewheel spin- (Figure 14-5). Gear position is shown by one
up is initiated by positioning the W/S BLEED air red and three green indicator lights on the gear
switch to either the LOW or the HI position, the control panel. A warning horn ­provides warning
WINDSHIELD BLEED AIR valve controls to of abnormal conditions.
OFF, and the NOSE WHEEL SPIN-UP control to
ON (Figure 14-4). This directs engine bleed air to
the system for wheel spin-up.

N/W RPM
14 LANDING GEAR
AND BRAKES

Figure 14-4.   Nosewheel Spin-Up System

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Airborne, with the left main gear squat switch

in the in-flight position, the locking solenoid is
energized to retract the plunger. This frees the
handle for movement to the UP position. This
safety feature cannot be overridden. If the solenoid
fails or electrical power is lost, the gear handle
cannot be moved to the UP ­position.

The gear handle must be pulled out of a detent prior

to movement to either the UP or DOWN position.

Indicators
The green NOSE, LH, and RH lights on the gear
control panel indicate gear down and locked. As
each gear locks down, its ­respective green light is
illuminated.
Figure 14-5.   Landing Gear Control Panel The red GEAR UNLOCKED light indicates an
unsafe gear condition. It illuminates when the gear
Controls handle is moved out of the UP detent and remains
The LDG GEAR control handle actuates switches on until all three gear are down and locked. At
to complete circuits to the extend or retract solenoid retraction, the light comes on when any downlock
of the gear control valve. On the ground, a spring- is released and remains on until all three gear are
loaded plunger holds the handle in the DOWN up and locked.
position, preventing inadvertent movement of the
handle to the UP position (Figure 14-6). The DC Normal indication with the gear down is three
power for the gear position indicator lights, warning green lights illuminated. All lights should be out
horn, and the locking solenoid on the gear handle with the gear retracted.
is through the LDG GEAR circuit breaker on the
left circuit-breaker panel. (This circuit breaker is Figure 14-7 shows indicator light displays for
in the WARNING section of the panel and should various gear positions. The GEAR UN­LOCKED
not be confused with the GEAR CONTROL circuit light and warning horn can both be tested by

14 LANDING GEAR
breaker in the S ­ YSTEMS section of the same positioning the rotary TEST switch to LDG GEAR.

AND BRAKES
panel.)
PLUNGER Warning Horn
A warning horn sounds if one or more gear are
not locked down and when the airspeed is below
approximately 150 knots and either throttle is below
70% N2. The horn can be silenced by depressing
RETRACT SWITCH the HORN SILENCE PUSH button on the gear
control panel (Figure 14-5).
EXTEND SWITCH

The warning horn also sounds if flaps are extended

beyond 20° with one or more gear not down and
LOCKING FW
D
locked regardless of any other condition. Under
SOLENOID these conditions, the horn cannot be silenced.
Figure 14-6.   Landing Gear Handle Locking
Solenoid and Switches

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LDG GEAR DOWN AND LDG GEAR

LOCKED
UP NOSE UP NOSE
ANTI- ANTI-
HORN SKID LH HORN SKID LH
RH RH
SILENCE ON SILENCE ON

PUSH OFF PUSH OFF

GEAR GEAR
UNLOCKED UNLOCKED
UP AND
DOWN LOCKED DOWN

NOSE GEAR
LDG GEAR LDG GEAR
NOT DOWN
AND LOCKED
UP NOSE UP NOSE
ANTI- ANTI-
HORN SKID LH HORN SKID LH
RH RH
SILENCE ON SILENCE ON

PUSH OFF PUSH OFF

GEAR ONE OR MORE GEAR

UNLOCKED GEAR NOT UP UNLOCKED
AND LOCKED
DOWN DOWN
14 LANDING GEAR
AND BRAKES

Figure 14-7.   Gear Position Indications

OPERATION The DC power for the landing gear control circuit

is through the GEAR CONTROL ­circuit breaker
General located in the SYSTEMS section of the left circuit-
breaker panel.
In addition to energizing the gear control valve,
LDG GEAR handle movement to the UP or
DOWN position also closes the hydraulic system Retraction
bypass valve, creating pressure as indicated by Placing the LDG GEAR handle in the UP position
illumination of the HYD PRESS ON annunciator. energizes the retract solenoid of the gear control
At the completion of either cycle, the bypass valve RR1875A 14-07
valve. The control valve is positioned to direct
TECH CHECK
opens, and the HYD PRESS ON annunciator goes pressure to the retract side of each gear actuator and
out. CLIENT REVIEW CHANGE
to preload the uplocks. The ­downlock mechanism
4 April 1996 jlc.
in each actuator releases, and retraction begins
(Figure 14-8).

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As each gear reaches the fully retracted position, it by the internal lock mechanism in each actuator.
is engaged by a spring-loaded uplock mechanism, Once the air bottle has been actuated, hydraulic
and an uplock switch is actuated. When all three operation of the gear is not possible. Maintenance
uplock switches have been actuated, the gear control action is required after an emergency extension to
valve circuit is interrupted, and the valve returns to restore ­normal operation of the landing gear. The
the neutral position. All position indicator lights on optimum speed for this procedure is 150 KIAS or
the control panel are out. less with the flaps retracted.

Extension
Placing the LDG GEAR handle in the DOWN
NOSEWHEEL STEERING
position energizes the extend solenoid of the gear Nosewheel steering is manually actuated through
control valve (Figure 14-9). The valve is positioned cables and mechanical linkage connected to the
to direct pressure to the uplock actuators, releasing rudder pedals. Steering is operative with the gear
the gear uplocks. When the uplocks have released, extended; with the gear retracted, rudder pedal
pressure continues to the gear actuators. As movement does not deflect the nosewheel.
each gear reaches the fully extended position,
a downlock switch is actuated. When all three Normally, steering is limited by rudder pedal
downlock switches are actuated, the control valve stops to 20° nosewheel deflection either side of
circuit is interrupted, and the valve returns to the center. A spring-loaded bungee in the system
neutral position. With pressure no longer being provides additional wheel deflection via castering
applied to the gear actuator, the internal locking accomplished with application of differential engine
mechanism within each actuator assumes the power or braking. The nosewheel is mechanically
downlocked position, as indicated by extension of centered for retraction.
the downlock visual indicator pins (Figure 14-2)
and illumination of the green NOSE, LH, and RH For towing, ensure that the flight control lock is
position indicator lights on the gear control panel. disengaged and should not exceed 95° nosewheel
deflection. If 95° is exceeded, the ­attachment bolts
Emergency Extension will be sheared, with r­esultant loss of steering
capability.
If the hydraulic system fails or an electrical
malfunction exists in the landing gear system, the
gear uplocks can be manually released for gear CAUTION

14 LANDING GEAR
free fall. An air bottle charged with 1,800 to 2,050 If the nosewheel steering bolts are

AND BRAKES
psi of nitrogen is located in the right nose baggage sheared (indicated by loss of nosewheel
compartment. This bottle is used for gear downlock steering with the rudder ­pedals), flight
as well as the emergency brakes. should not be attempted. This is due
to the ­possibility of the nosewheel not
Emergency extension is initiated by pulling the remaining centered after takeoff even
AUX GEAR CONTROL T-handle and rotating with the gear extended.
clockwise (Figure 14-10). This mechanically
releases the gear uplocks, allowing the gear to free
fall. If necessary, use the rudder to yaw the airplane Flying the airplane with an inoperative nosewheel
to fully extend the main gear actuators. After the steering system can also result in v­ iolent nosewheel
gear has extended, pull the round knob behind the shimmy.
T-handle. This releases air bottle pressure to the
gear actuators and, at the same time, opens a dump Since the nosewheel deflects with rudder pedal
valve to assure a path for fluid return to the reservoir movement any time the gear is extended, the
and to inhibit any further hydraulic operation of the pedals should be centered just prior to ­nosewheel
gear. Air pressure drives the gear actuators to the touchdown during a crosswind ­landing.
fully extended position, where they are maintained

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 AND BRAKES
14 LANDING GEAR
14-8

CITATION S/II PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

TO EMERG
BRAKE SYS

LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN
Revision 0.5

EMERGENCY BLOWDOWN LINE

PNEUMATIC (NITROGEN) PRESSURE

Figure 14-8.   Landing Gear Schematic - Retraction

Revision 0.5

CITATION S/II PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

TO EMERG
BRAKE SYS

LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN
EMERGENCY BLOWDOWN LINE
PNEUMATIC (NITROGEN) PRESSURE
14-9

Figure 14-9.   Landing Gear Schematic - Extension

14 LANDING GEAR
AND BRAKES
 CITATION S/II PILOT TRAINING MANUAL

BRAKES OPERATION
With the LDG GEAR handle DOWN and main
GENERAL DC power available, a pressure switch controls the
DC motor-driven hydraulic pump to maintain 900–
The power brake system uses a multidisc brake 1,300 psi for brake operation (Figure 14-10). An
assembly in each main gear wheel, powered by a accumulator dampens pressure surges. The power
hydraulic system that is completely independent brakes and antiskid system receive DC power from
of the airplane hydraulic system. The system the SKID ­CONTROL circuit breaker on the left
automatically maintains constant pressure for circuit-breaker panel.
brake operation. The brakes are normally used as
antiskid power brakes but can be operated as power The master cylinders are supplied with fluid from
brakes without antiskid protection. In the event that the brake reservoir. Depressing the brake pedals
brake system hydraulic pressure is lost, emergency applies master cylinder pressure to actuate the
­braking is available. power brake valve, which meters pump pressure
to the brake assemblies in direct proportion to
Braking is initiated by rudder pedal-actuated master pedal force.
cylinders. If both the pilot and copilot attempt to
apply the brakes simultaneously, the one applying With the ANTI-SKID switch on the LDG GEAR
the greater force on the rudder pedals has control, panel in the ON position and a groundspeed of at
since they are plumbed together in series. least 12 knots, maximum braking without wheel
skid is available. Any tendency of a wheel to
System components include a hydraulic rapidly decelerate (skid) is detected by the wheel
accumulator and a reservoir pressurized by cabin speed transducer, and the antiskid valve is signaled
air. Reservoir fluid level and accumulator air to momentarily reduce pressure from both brakes.
precharge are exterior inspection items. As wheel speed returns to n­ ormal, pressure is once
again increased in the brake assemblies.
Use of the antiskid system permits maximum
braking without wheel skid under all runway When the wheel speed drops below approximately
conditions. A speed transducer in each main gear 12 knots, the antiskid function ­disengages.
wheel transmits wheel speed signals to an electronic
control box. Detection of sudden deceleration of a Braking on each main wheel is controlled by the
wheel (impending skid) causes the control box to applicable master cylinder and pedal; therefore,
command the antiskid valve to reduce pressure differential braking is available.
14 LANDING GEAR

being applied to the brakes. When the transducer

AND BRAKES

signal returns to normal, braking pressure is The ANTI-SKID switch, located on the LDG
restored to the brakes. Touchdown protection GEAR control panel, is normally in the ON
is a feature of the antiskid system that prevents position. In the OFF position, the antiskid system is
touching down with locked brakes. The wheels deactivated, and the ANTI-SKID INOP annunciator
must be rotating (same speed transducer voltage) is on. The power brakes receive DC power through
and weight-on-wheels (squat switch) for normal the SKID ­CONTROL circuit breaker on the left
operation of the power brake and antiskid system. circuit-breaker panel.
Optimum braking is obtained by deployment of
speedbrakes at touchdown, then firmly applying If a fault develops in the antiskid system, the ANTI-
and holding the brakes until the desired speed has SKID INOP annunciator comes on, and the system
been reached. Do not pump the brakes. should be switched off. Brake operation remains
the same except that antiskid protection is not
NOTE available. When brake system pressure drops below
The antiskid system is not operative 750 psi, the ANTI-SKID INOP and PWR BRK
with the parking brake set. PRESS LO annunciators will illuminate.

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Revision 0.5

POWER BRAKE
HYDRAULIC
SYSTEM
RESERVOIR

POWER BRAKE
MASTER CYLINDERS HYDRAULIC PUMP

DC POWER

CITATION S/II PILOT TRAINING MANUAL

FILTER
L GEN BATT R GEN
FILL VALVE
O O
F F
F F

P RESET EMER RESET

FOR TRAINING PURPOSES ONLY

PRESSURE POWER BRAKE

SWITCH ACCUMULATOR
POWER
BRAKE
VALVE

ANTISKID
CONTROL ANTISKID
VALVE CONTROL UNIT

PARKING BRAKE
VALVE

SHUTTLE
VALVE

EMERGENCY
BRAKE VALVE

EMERGENCY BRAKE OVERBOARD

NITROGEN BOTTLE
14-11

Figure 14-10.   Antiskid Power / Emergency Brake System

14 LANDING GEAR
AND BRAKES
 CITATION S/II PILOT TRAINING MANUAL

On the ground, test the antiskid system by EMERGENCY BRAKES

momentarily selecting ANTISKID on the rotary
TEST switch. The ANTI-SKID INOP annunciator In the event the hydraulic brake system fails, a
should illuminate and then go out in approximately pneumatic brake system is available. The system
3 seconds after the TEST switch is moved from uses air pressure from the pneumatic bottle, which
the ANTISKID position. Airborne test of the can also be used for emergency landing gear exten-
system is automatically accomplished when the sion. Air bottle pressure is adequate for stopping
LDG GEAR handle is placed DOWN. Results the airplane even if the landing gear has been pneu-
should be the same as those obtained during the matically extended.
on-ground test. If the antiskid system fails the self-
test, the ANTISKID INOP annunciator will remain
illuminated. Operation
Pulling the red EMER BRAKE PULL lever aft
(Figure 14-12) mechanically actuates the emer-
Parking Brakes gency brake valve (Figure 14-10). The valve meters
The parking brakes can be set by applying the air pressure through shuttle valves to the brake
brakes in the normal manner and then pulling assemblies in direct proportion to the amount of
out the PARK BRAKE handle (Figure 14-11) on lever movement.
the left lower side of the pilot’s instrument panel.
This mechanically actuates the parking brake
valve (Figure 14-11), trapping fluid in the brakes.
Release the parking brakes by pushing in the PARK
BRAKE handle.

NOTE
Do not set the brakes subsequent to a
hard stop. Brake heat transfer to the Figure 14-12.   Emergency Brake Lever
wheel could melt the fusible plugs,
Since air pressure is applied to both brakes
simultaneously, differential braking is not p­ ossible.
Returning the lever to its original position releases
pressure from the brakes and vents it overboard,
releasing the brakes.
14 LANDING GEAR
AND BRAKES

CAUTION
Do not depress the brake pedals while
applying emergency air brakes. Shuttle
valve action may be disrupted, allowing
air pressure to enter the hydraulic lines
and rupture the brake reservoir.

The emergency brakes should be applied only

enough to obtain the desired rate of deceleration
and then held until the airplane stops. Repeated
applications waste air pressure. Antiskid protection
is not available during emergency braking. Do not
Figure 14-11.   Park Brake Handle attempt to taxi after using the emergency brakes.
Maintenance action is required subsequent to
deflating the tire. emergency braking.

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LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

Table 14-1.   LANDING GEAR AND BRAKES

ANNUNCIATORS

ANNUNCIATOR DESCRIPTION
ANTI-SKID INOP
This annunciator indicates that the anti
skid system is inoperative or the control
switch is in the off position.

POWER BRAKE LOW PRESS

This annunciator indicates that the power
brake hydraulic pressure is low.

14 LANDING GEAR
AND BRAKES

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QUESTIONS
1. On the ground, the LDG GEAR handle is 6. The gear warning horn cannot be silenced
prevented from movement to the UP position when one or more gears are not down and
by: locked and:
A. Mechanical detents. A. Flaps are extended beyond the 20°
B. A spring-loaded locking solenoid. position.
C. Hydraulic pressure. B. Airspeed is less than 150 KIAS.
D. A manually applied handle locking device. C. Either throttle is retarded below 70% N2
rpm.
2. The landing gear uplock mechanisms are: D. Both throttles are retarded below 70% N2
rpm and airspeed is at or above 150 KIAS.
A. Mechanically held engaged by springs.
B. Hydraulically disengaged.
7. When the LDG GEAR handle is ­positioned
C. Electrically engaged and disengaged. either UP or DOWN:
D. Both A and B
A. The bypass valve (in the hydraulic system)
is energized open.
3. Landing gear downlocks are disengaged:
B. The bypass valve is energized closed.
A. When hydraulic pressure is applied to the C. The bypass valve is not affected.
retract side of the gear actuators.
D. The HYD PRESS ON annunciator goes
B. By action of the gear squat switches. out.
C. By removing the external downlock pins.
D. By mechanical linkage as the gear begins 8. Emergency extension of the landing gear is
to retract. accomplished by actuation of:
A. A switch for uplock release and ­application
4. Each main gear wheel incorporates a fusible of air pressure.
plug that:
B. One manual control to release the uplocks
A. Blows out if the tire is overserviced with and apply air pressure for extension.
air. C. Two manual controls—one to mechanically
B. Melts, deflating the tire if an overheated release the uplocks and another to apply
brake temperature occurs. air pressure for gear extension and
14 LANDING GEAR

C. Is thrown out by centrifugal force if downlocking.

AND BRAKES

maximum wheel speed is exceeded. D. None of the above

D. None of the above
9. Nosewheel steering is operative:
5. At retraction, if the nose gear does not lock in A. Only on the ground.
the up position, the gear panel light indication
B. With the gear extended or retracted.
will be:
C. With the gear extended, in flight or on the
A. Red light on, green LH and RH lights on. ground.
B. Red light out, green LH and RH lights on. D. None of the above
C. Red light on, all three green lights out.
D. All four lights out. 10. The power brake valve is actuated:
A. Mechanically by the rudder pedals.
B. Mechanically by the emergency ­airbrake
control lever.
C. Hydraulically by master cylinder p­ ressure.
D. Automatically at touchdown

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11. Do not actuate the brake pedals while applying 14. Concerning landing gear auxiliary ­extension,
brakes with the emergency brake system the correct statement is:
because: A. If three green lights are observed after
A. Air bubbles will be induced into the brake yawing the airplane, it is not ­necessary to
fluid. use the pneumatic bottle.
B. The shuttle valve may allow air ­pressure B. The optimum airspeed for this ­procedure
into the brake reservoir, ­rupturing it. is 150 KIAS.
C. The shuttle valve will move to the neutral C. The LDG GEAR handle is placed in
position, and no braking action will occur. the DOWN position to release the gear
D. The brakes will be “spongy.” uplocks in order to allow the red T-handle
to release the doors.
12. The DC motor-driven hydraulic pump in the D. After the gear is extended by this
brake system operates: procedure, it can be retracted in flight if
the hydraulic system is returned to normal
A. During the entire time the LDG GEAR
operation.
handle is in the DOWN position.
B. As needed with the LDG GEAR ­handle
15. Concerning the landing gear, an incorrect
DOWN in order to maintain system
statement is:
pressure.
C. Only when the PWR BRK PRESS LO A. The AUX GEAR CONTROL T-handle
annunciator illuminates. is inoperative with loss of DC electrical
power.
D. Even when the LDG GEAR handle is
UP to keep air out of the system as the B. The pneumatic system should be used to
airplane climbs to altitude. assure positive locking of the actuators
following a free-fall gear extension
even though all three green lights are
13. Concerning the landing gear, the correct
illuminated.
statement is:
C. The LDG GEAR warning circuit breaker
A. The red GEAR UNLOCKED light will on the left circuit breaker panel controls
illuminate and the warning horn will the power to the landing gear position
sound whenever either or both ­throttles light, warning horn and solenoid lock.
are retarded below 70% N2 and the gear
D. The GEAR CONTROL circuit breaker on
is up.
the left circuit breaker panel controls the

14 LANDING GEAR
B. The gear warning horn can be silenced power to the landing gear control valve;

AND BRAKES
when the gear is not down and locked and if open, the gear cannot be extended or
the flaps are extended beyond 20°. retracted normally.
C. The landing gear pins must be inserted
on the ground due to loss of hydraulic 16. The wheel brakes:
pressure as the engines are shut down.
A. Will be inoperative with a HYD LOW
D. The landing gear is secured in the extended
LEVEL annunciator illuminated.
position by mechanical locks.
B. Must be applied with the emergency system
if a HYD LOW LEVEL annunciator is
illuminated.
C. Use a different type of approved fluid from
that used by the airplane hydraulic system.
D. Are totally independent of the open center
airplane hydraulic system.

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17. When the emergency brakes are used:

A. The EMER BRAKE PULL lever should
be pumped in order to build up sufficient
pressure to stop the airplane.
B. The normal toe brakes must also be applied
to allow the bottle pressure to reach the
brakes.
C. Differential braking is not available.
D. Braking action will be insufficient if the
gear has been extended pneumatically,
since that process will exhaust the bottle
pressure.

18. The parking brake:

A. May be set immediately after a maximum
braking effort due to the modulation of the
antiskid system.
B. Will still be operable if the emergency
brakes have to be utilized.
C. Must be off to ensure proper operation of
the antiskid system.
D. Has thermal relief valves to prevent the
fusible plugs in the tire from melting.
14 LANDING GEAR
AND BRAKES

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CHAPTER 15
FLIGHT CONTROLS
CONTENTS
INTRODUCTION................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-1
Control Lock System..................................................................................................... 15-2
TRIM SYSTEMS................................................................................................................. 15-3
Rudder and Aileron Trim............................................................................................... 15-3
Elevator Trim................................................................................................................. 15-3
SECONDARY FLIGHT CONTROLS.................................................................................. 15-5
Flaps.............................................................................................................................. 15-5
Speedbrakes................................................................................................................... 15-7
STALL WARNING............................................................................................................... 15-7
YAW DAMPING.................................................................................................................. 15-8
LIMITATIONS...................................................................................................................... 15-8
EMERGENCY/ABNORMAL.............................................................................................. 15-8
QUESTIONS........................................................................................................................ 15-9

15 FLIGHT CONTROLS

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15 FLIGHT CONTROLS

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ILLUSTRATIONS
Figure Title Page
15-1. Flight Control Surfaces.......................................................................................... 15-2
15-2. Flight Control Lock Handle................................................................................... 15-2
15-3. Rudder and Aileron Trim Systems......................................................................... 15-3
15-4. Elevator Trim System............................................................................................ 15-4
15-5. Flap Handle and Position Indicator....................................................................... 15-5
15-6. Flap Operation....................................................................................................... 15-6
15-7. Speedbrake System................................................................................................ 15-7
15-8. Stall Warning System............................................................................................. 15-8
15-9. Yaw Damper System.............................................................................................. 15-8

TABLES
Table Title Page
15-1. Flight Controls Annunciators................................................................................. 15-8

15 FLIGHT CONTROLS

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15 FLIGHT CONTROLS

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CHAPTER 15
FLIGHT CONTROLS

INTRODUCTION
The primary flight controls of the Citation S/II consist of ailerons, rudder, and elevators. They are
manually actuated by rudder pedals and conventional control columns and can be immobilized by
control locks when on the ground. Trim is mechanical in all three axes. Electrical elevator trim is
also provided.
Secondary flight controls consist of flaps and speedbrakes, both powered by the hydraulic system.
The angle-of-attack system warns of impending stalls by shaking the control columns and providing
visual indication of angle of attack. Yaw damping is provided as a function of the autopilot.

PRIMARY FLIGHT CONTROLS

The ailerons, rudder, and elevators are manually The rudder pedals can be adjusted to three separate
15 FLIGHT CONTROLS

operated by either the pilot or the co­pilot through positions for comfort by depressing a spring-loaded
a conventional control column and rudder pedal latch on the side of the rudder pedal.
arrangement.
A mechanical interconnection between the rudder
Control inputs are transmitted to the control and the ailerons provides small rudder deflections
surfaces through cables and bellcranks. with the aileron movement. A spring in the system
can be manually over-ridden for cross controlling.

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The rudder, both elevators, and left aileron are each

equipped with a trim tab mechanically actuated
from the cockpit.

The elevator tab can also be electrically ­positioned

by a pitch trim switch on the pilot’s control wheel.
A pitch trim switch on the ­copilot’s control wheel
is optional.

All flight control surfaces, including primary,

secondary, and trim tabs, are shown in Figure 15-1.

CONTROL LOCK SYSTEM Figure 15-2.   Flight Control Lock Handle

Control locks, when engaged, lock the ­primary
flight controls and both throttles. Prior to engaging NOTE
the control locks, move both t­hrottles to CUT Since the nosewheel steering and the
OFF, and neutralize the flight controls. Rotating rudder are mechanically connected
the CONTROL LOCK handle (Figure 15-2) 45° through the rudder pedal linkage, the
clockwise and pulling out until the handle returns airplane must not be towed with the
to the horizontal position locks the flight controls control locks engaged. To do so can
in neutral and the throttles in CUT OFF. damage the nosewheel steering system.
Do not fly the airplane if the nosewheel
To unlock the flight controls and throttles, rotate the steering is inoperative. This condition
handle 45° clockwise, and push in until it returns cannot be detected until steering is
to the horizontal ­position. attempted during taxi.

ELEVATOR TRIM TAB

RUDDER

AILERON
RUDDER TRIM TAB

FLAPS ELEVATOR TRIM TAB

ELEVATOR

SPEEDBRAKES

SPEEDBRAKES

AILERON TRIM TAB

15 FLIGHT CONTROLS

Figure 15-1.   Flight Control Surfaces

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TRIM SYSTEMS Electrical Trim

Electrical trimming of the elevators is accomplished
Rudder and aileron trim are mechanical and are with a split-element trim switch on the outboard
operated by cables from trim wheels in the cockpit. side of the pilot’s control wheel (Figure 15-4).
Mechanical and electrical trim are provided for the Both elements of the switch must be moved
elevators and are controlled by a trim wheel on the simultaneously to complete a circuit to the electric
pedestal and a pitch trim switch on the left control motor trim actuator in the tail cone.
wheel (optional on the right control wheel).
Installation of a pitch trim switch on the copilot’s
RUDDER AND AILERON TRIM control wheel is optional. The pilot’s pitch trim
inputs override those made by the copilot.
Operation
As the pitch trim switch is moved to the UP or
Rudder or aileron trim is initiated by rotation of the DOWN position, the elevator tabs are ­positioned
aileron trim or rudder trim wheel on the pedestal accordingly as indicated by the elevator TRIM
(Figure 15-3). Cable systems transmit motion to indicator.
position the tabs. A mechanical indicator adjacent
to each trim wheel indicates direction of trim input. Prior to flight, the system can be checked for proper
The rudder tab is a servo tab. It deflects at a rate operation by moving both elements of the switch,
half that of the rudder to aid the pilot in rudder in turn, in both directions, noting the trim occurs
deflection. It is the only servo tab on the airplane. in the appropriate directions. Check for the system
malfunction by attempting to trim with one element
ELEVATOR TRIM of the switch. If trimming occurs, the system is
malfunctioning and must be restored to normal
Manual Trim operation prior to flight.
Manual elevator trim is initiated by rotating the Runaway or malfunctioning trim can be interrupted
elevator trim wheel (Figure 15-4). Motion is by depressing the AP/TRIM DISC switch on either
mechanically transmitted to position the elevator control wheel or stopped by pulling the PITCH
trim tabs. As the tab moves, a pointer on the elevator TRIM circuit breaker on the system section of the
TRIM ­indicator moves toward the NOSE DOWN left circuit-breaker panel.
or NOSE UP position, as applicable.

15 FLIGHT CONTROLS

LEGEND
MECHANICAL
Figure 15-3.   Rudder and Aileron Trim Systems

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LEGEND
MANUAL TRIM
MECHANICAL
ELECTRICAL
15 FLIGHT CONTROLS

ELECTRICAL TRIM

Figure 15-4.   Elevator Trim System

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In addition to the pilot actuation of the elevator trim

as discussed above, extension or retraction of the
wing flaps between 7° and 25° will cause the pitch
trim to be electrically actuated by the flap linkage.
This compensates for the pitch trim changes that
occurs due to extension or retraction of the flaps.

SECONDARY FLIGHT
CONTROLS
The secondary flight controls consist of wing flaps
and speedbrakes; both are electrically controlled
and hydraulically actuated.

The S/II has Fowler Flap panels. Each wing has

two panels which can be positioned from zero
to 35°. Mechanical interconnection of left- and
right-wing flap segments prevents asymmetrical
flap operation and permits flap operation with one
hydraulic actuator.

The speedbrakes, consisting of slotted panels on

top and bottom of the wing forward of the flaps,
provide high descent rates and increased drag to
aid braking during landing rollout. Figure 15-5.   Flap Handle and
Position Indicator
FLAPS In the event of electrical failure, the flap solenoid
valve remains in the neutral position and the flap
The flap selector handle (Figure 15-5), detented position cannot be changed.
at the 7° and 20° position, can be set to position
the flaps anywhere between zero and 35°. Lever If hydraulic system failure occurs with the flaps
movement actuates switches that energize a solenoid retracted, they cannot be extended. With the flaps
valve for flap operation. Flap position is shown on a in an extended position, the flaps will remain in
pointer to the left of the flap lever. The indicator is the selected position unless the handle is moved.
mechanically positioned by flap movement. Once the solenoid valve is energized, the flaps may
“blow up” to a deflection as determined by the air
Operation loads present.
Moving the flap lever to any position causes the
hydraulic system bypass valve to close for pressure The elevator trim tabs are automatically and
buildup as indicated by illumination of the HYD electrically positioned to counter pitch changes
PRESS ON annunciator. It also energizes the flap that would otherwise result from flap extension or
control valve, directing hydraulic pressure to the retraction through the 7°-25° range.
flaps (Figure 15-6).
15 FLIGHT CONTROLS

The flap extension time from 0° to 35° is from 16

When the flaps reach the selected position, the to 20 seconds. The retraction time from 35° to 0°
bypass valve opens to relieve hydraulic pressure, is from 17 to 21 seconds.
and the flap solenoid valve deenergizes and moves
to neutral position. In the neutral position, the valve
blocks all fluid lines to actuators, maintaining the
flap in that position.

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 15 FLIGHT CONTROLS

TO LANDING
15-6

GEAR
SPEEDBRAKE
CONTROL VALVE

LH SPEEDBRAKE RH SPEEDBRAKE

CITATION S/II PILOT TRAINING MANUAL

FLAP RELIEF
ACTUATOR VALVE ACTUATOR
CONTROL VALVE
SAFETY
VALVE

LH FLAP RH FLAP
FOR TRAINING PURPOSES ONLY

ACTUATOR ACTUATOR

SYSTEM
BYPASS VALVE

ICING
DETECTED

Figure 15-6.   Flap Operation

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SPEEDBRAKES With the speedbrakes on both wings fully extended,

the white SPD BRAKE EXTENDED annunciator
General illuminates. Simultaneously, the hydraulic system
bypass valve opens to relieve pressure, and the
Two speedbrake segments on each wing, one on the amber HYD PRESS ON annunciator goes out.
top and one on the bottom surface of the wing, are The solenoid valve returns to neutral, blocking all
operated by hydraulic actuators. The speedbrakes fluid lines to the actuators. The speedbrakes are
have two positions—extended and retracted. maintained in the extended position with trapped
The system includes two hydraulic actuators, a hydraulic pressure.
solenoid valve, four speedbrake segments, a safety
valve and a white SPEED BRAKE EXTENDED To retract the speedbrakes, place the switch in the
annunciator. The system control switch and RETRACT position. The hydraulic system again
extended speedbrakes are shown in Figure 15-7. pressurizes, the safety valve is deenergized and
moves to the open position, and the speedbrake
solenoid valve is positioned to direct pressure for
retraction.

The SPD BRAKE EXTENDED annunciator

goes out, the speedbrakes retract into mechanical
locks, and the hydraulic system depressurizes.
The mechanical locks consist of two pins on the
lower speed brake panel hydraulically forced into
retaining clips in the lower wing.

If either throttle is advanced past 85% N2 with

speedbrakes extended, circuitry is completed to
the solenoid and bypass valve for speedbrake
retraction. This is a function of the throttle position,
not the actual engine rpm.

If electrical failure occurs with the speedbrakes

extended, the safety valve spring-loads open,
allowing the speedbrakes to blow down. If electrical
or hydraulic failure­occurs with the speedbrakes
retracted, they cannot be extended.

STALL WARNING
Figure 15-7.   Speedbrake System Stall warning consists of a stall strip on the leading
edge of each wing, and a stick shaker operated by
Operation the angle-of-attack system
Placing the speedbrake switch in the EXTEND The stall strips (Figure 15-8) create turbulent
position causes the hydraulic system bypass airflow at high angles of attack, causing a buffet to
15 FLIGHT CONTROLS

valve to close, providing pressure as indicated by warn of approaching stall conditions.

illumination of the HYD PRESS ON annunciator.
The speedbrake solenoid valve is e­ nergized, An ANGLE-OF-ATTACK indicator on the pilot’s
directing pressure to force the speedbrakes out of instrument panel, actuated by signals from the
their mechanical downlocks and extend them. The angle-of-attack probe on the right forward side of
safety valve, in parallel with the control valve, is the fuselage, provides visual indication of airplane
also ­energized closed. angle of attack.

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YAW DAMPING
Yaw damping is a function of the autopilot,
consisting of automatic application of rudder against
transient motion in the yaw axis. With the autopilot
engaged, the yaw damper is engaged automatically.
The yaw damper can be engaged by depressing the
YD ENGAGE switch on the autopilot control panel
(Figure 15-9). It is disengaged by depressing the
AP/TRIM DISC switch on either ­control wheel.
An operative yaw damper is not required for flight.

Figure 15-8.   Stall Warning System

The indicator can be used as a secondary reference Figure 15-9.   Yaw Damper System
for approach speed (1.3 VS1) at all airplane weights
and CGs and at any flap position. It does not replace
the airspeed indicator as a primary instrument. LIMITATIONS
A stick shaker motor, attached to the control For specific information on limitations, refer to the
column, vibrates the column as stall conditions FAA-approved AFM.
progress. The shaker motor energized by the
ANGLE OF ATTACK indicator reaches .84 ± .04,
depending upon configuration, the shaker actuates.
EMERGENCY/
Stick shaker circuitry is routed through landing
gear squat switches which disable the shaker when
ABNORMAL
the airplane is on the ground. Test the system prior For specific information on Emergency/Abnormal
to flight by positioning the rotary TEST switch to procedures, refer to the FAA-approved AFM.
STICK SHAKER. This bypasses the squat switch
and applies a high angle-of-attack signal, causing Table 15-1.   FLIGHT CONTROLS
the shaker motor to operate. If the stick shaker is ANNUNCIATORS
inoperative, the airplane must not be flown
ANNUNCIATOR DESCRIPTION
SPEED BRAKE EXTEND
This annunciator indicates the left and right
speedbrakes are fully extended.
15 FLIGHT CONTROLS

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QUESTIONS
1. The ailerons are operated by: 6. The wing flaps:
A. Hydraulic pressure. A. Can be preselected to only four positions
B. Mechanical inputs from the control (up, 7°, 20°, full)
wheels. B. Depend on both actuators to function to
C. A fly-by-wire system. prevent a split flap condition.
D. An active control system that totally C. Can be lowered manually if electrical
eliminates adverse yaw. power is lost, but only if all hydraulic fluid
has not been lost.
2. The aileron trim tab is operated by: D. Normally take 16 to 20 seconds to fully
extend from the up position.
A. An electrically operated trim tab motor.
B. A hydraulically operated trim tab motor.
7. Regarding the gust lock:
C. A mechanical trim knob on the ­throttle
control quadrant. A. The engines may be started with it
engaged.
D. Changing the angle of the aileron “fence.”
B. The airplane should not be towed with it
engaged.
3. Regarding the rudder:
C. It may be engaged for towing.
A. The pilot’s and copilot’s pedals are
D. If the airplane is towed past the 60° limit,
interconnected.
nosewheel steering may be lost. It is
B. The trim tab actuator is powered only still permissible to fly the airplane if the
electrically. landing gear is left extended.
C. The servo is connected to the air data
computer to restrict rudder pedal deflection 8. Moving the flap selector to any position:
at high airspeeds.
A. Energizes the hydraulic system bypass
D. It is independent of the nosewheel steering
valve closed.
on the ground.
B. Energizes the flap solenoid valve to the
selected position.
4. The elevator:
C. A and B
A. Trim tab is controlled only ­electrically.
D. Energizes the electric hydraulic pump for
B. Runaway trim condition can be alleviated flap operation.
by pulling the PITCH TRIM circuit
breaker.
9. If hydraulic failure occurs with the flaps
C. Electric pitch trim has both high and low- extended, the flaps:
speed positions.
A. Will “blow up” depending on airload.
D. Trim tab is located on the left ­elevator
only. B. Cannot be fully retracted.
C. Can be retracted to the midrange position.
5. If hydraulic power is lost: D. Can be completely retracted.
A. The flaps will be inoperative.
15 FLIGHT CONTROLS

B. The flaps will operate with the backup

electrical system, but will extend and
retract at a reduced rate.
C. There is no effect on wing flap operation.
D. A split flap condition could result if the
flaps are lowered.

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10. Extended speedbrakes are maintained in that

position by:
A. Hydraulic pressure.
B. Trapped fluid in the lines from the solenoid
valve.
C. Internal locks in the actuators.
D. External locks on the actuators.

11. The amber HYD PRESS ON annunciator on

the annunciator panel will illuminate during
speedbrake operation:
A. When the speedbrakes are fully extended.
B. While the speedbrakes are extending and
retracting.
C. Both A and B
D. Neither A nor B

12. A true statement concerning the speedbrakes

is:
A. The white SPD BRAKE EXTENDED
annunciator will illuminate whenever both
sets of speedbrakes are fully extended.
B. If DC electrical failure occurs while the
speedbrakes are extended, they will remain
extended since the hydraulic pressure is
trapped on the extend side of the actuators.
C. If hydraulic pressure loss should occur
while the speedbrakes are fully extended
(system bypass valve fails open), the
speedbrakes will automatically blow to
trail.
D. The speedbrakes can be retracted only
by placing the speedbrake switch to
RETRACT.
15 FLIGHT CONTROLS

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16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
FLIGHT INSTRUMENTATION.......................................................................................... 16-1
Pilot’s Flight Instruments.............................................................................................. 16-2
HSI................................................................................................................................ 16-2
ADI................................................................................................................................ 16-2
Copilot’s Flight Instruments.......................................................................................... 16-2
Stall Warning and Angle-of-Attack System.................................................................. 16-6
COMMUNICATIONS/NAVIGATION................................................................................. 16-7
VHF COMM Transceivers............................................................................................ 16-7
Optional King HF Transceiver...................................................................................... 16-7
Flitephone V (Optional)................................................................................................ 16-8
Cockpit Voice Recorder................................................................................................. 16-9
Universal Flight Data Recorder (Optional)................................................................... 16-9
F-542 Flight Data Recorder (Optional)......................................................................... 16-9
VHF Navigation Receivers......................................................................................... 16-10
Automatic Direction Finder (ADF)............................................................................ 16-10
C-14D Compass System............................................................................................. 16-11
Marker Beacon System.............................................................................................. 16-11
Audio Control Panels................................................................................................. 16-11
Locator Beacon (Optional)......................................................................................... 16-12
FLIGHT GUIDANCE........................................................................................................ 16-12
SPZ-500 Autopilot/Flight Director System................................................................ 16-12

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Pilot’s Attitude Director Indicator (ADI).................................................................... 16-13

System Operation....................................................................................................... 16-18
Optional Dual Flight Director System....................................................................... 16-18
Optional Electronic Flight Instrument System........................................................... 16-18
Optional Dual Electronic Flight Instrument System.................................................. 16-19
PULSE EQUIPMENT....................................................................................................... 16-20
Transponders.............................................................................................................. 16-20
Distance Measuring Equipment (DME)..................................................................... 16-20
Radio Altimeter (Optional)......................................................................................... 16-21
Weather Radar............................................................................................................ 16-22
Controls and Displays................................................................................................ 16-23
Range-Selection Pushbuttons..................................................................................... 16-24
Navigation.................................................................................................................. 16-24
PITOT-STATIC SYSTEM.................................................................................................. 16-28
General....................................................................................................................... 16-28
Pitot Tubes.................................................................................................................. 16-28
Static Ports.................................................................................................................. 16-28
Air Data Computer..................................................................................................... 16-30
Static Discharge Wicks............................................................................................... 16-30
LIMITATIONS................................................................................................................... 16-31
EMERGENCY/ABNORMAL........................................................................................... 16-31
QUESTIONS..................................................................................................................... 16-32

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ILLUSTRATIONS
Figure Title Page
16-1. RD-650A HSI........................................................................................................ 16-2
16-2. Remote Instrument Controller............................................................................... 16-2
16-3. AD-650A ADI....................................................................................................... 16-2
16-4. Copilot’s Flight Instruments.................................................................................. 16-3
16-5. Airspeed Indicator................................................................................................. 16-3
16-6. Vertical Speed Indicator (VSI).............................................................................. 16-3
16-7. Copilot’s Turn-and-Bank Indicator........................................................................ 16-3
16-8. OAT Indicator........................................................................................................ 16-4
16-9. Magnetic Compass................................................................................................ 16-4
16-10. Flight Hour Meter.................................................................................................. 16-4
16-11. Davtron Model 811B Clock................................................................................... 16-5
16-12. Standby Attitude Gyro Indicator............................................................................ 16-5
16-13. Standby Gyro Switch............................................................................................. 16-5
16-14. Stall Warning and AOA System............................................................................. 16-6
16-15. Consolidated Avionics Control.............................................................................. 16-8
16-16. KHF-950 Transceiver............................................................................................. 16-8
16-17. Collins ADF-60 Control Panel............................................................................ 16-10
16-18. Radio Magnetic Indicator (RMI)........................................................................ 16-10
16-19. LH GYRO SLAVE Switches.............................................................................. 16-11
16-20. Audio Control Panel........................................................................................... 16-11
16-21. Locator Beacon................................................................................................... 16-12
16-22. Mode Control Panel............................................................................................ 16-15
16-23. Autopilot Control Panel...................................................................................... 16-15
16-24. AP/TRIM DISC Button...................................................................................... 16-16

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16-25. Pilot’s Altimeter.................................................................................................. 16-17

16-26. V-NAV Computer/Controller.............................................................................. 16-17
16-27. EFIS CRTs.......................................................................................................... 16-19
16-28. EFIS Display Controller..................................................................................... 16-19
16-29. EFIS Nav Source Switches................................................................................. 16-19
16-30. Collins DME Indicators...................................................................................... 16-20
16-31. Radio Altimeter ALT-55B................................................................................... 16-21
16-32. PRIMUS 300SL Radar (Standard)..................................................................... 16-22
16-33. Control Display Unit........................................................................................... 16-25
16-34. NAV 1/NAV 2 MAN/AUTO Tune Buttons......................................................... 16-28
16-35. Pitot-Static System............................................................................................. 16-29
16-36. Pitot Tube............................................................................................................ 16-30
16-37. Static Ports.......................................................................................................... 16-30
16-38. Static Wicks (Typical)......................................................................................... 16-30

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CHAPTER 16
AVIONICS

INTRODUCTION
The Citation S/II avionics covered in this chapter include flight instrumentation, communication/
navigation, flight guidance, pitot-static system, and the static discharge wicks. Specific avionics
systems vary with customer preference, and many optional avionics items are available. The user
should consult the applicable supplements in the AFM, Section III of the Airplane Operating Manual,
and vendor manuals for detailed information on avionics systems installed in specific airplanes.

FLIGHT INSTRUMENTATION
Standard flight instrument configuration consists of autoflight system, and weather radar. The following
Sperry electrical/mechanical flight instruments on are included as a part of the autoflight system:
both the pilot’s and copilot’s instrument panels. The altitude preselect, altitude alerting, altitude
standard avionics package consists of dual audio reporting, and vertical navigation.
control panels, dual VHF COMM transceivers,
dual NAVs, dual RMIs, ADF, DME transponder,

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PILOT’S FLIGHT
INSTRUMENTS
The pilot’s flight instrument panel includes an
attitude director indicator (ADI) and a horizontal
situation indicator (HSI).

HSI
The RD-650A HSI (Figure 16-1) has displays that
indicate NAV sources in use, a bearing pointer that
indicates relative bearing to the selected navaid
(VOR or ADF), course selections, DME readouts,
etc. Heading and course knobs are remotely located
on the center pedestal (Figure 16-2).

Figure 16-3.   AD-650A ADI

COPILOT’S FLIGHT
INSTRUMENTS
The copilot’s instrument panel is equipped with
a basic bleed-air-driven attitude gyro and a basic
HSI, electrically powered from the emergency
DC bus system (Figure 16-4). Separate airspeed
indicators, vertical speed indicators, altimeters, and
RMIs are installed on both the pilot’s and copilot’s
instrument panels. The pilot’s encoded altimeter is
electrically driven by the air data computer. The
Figure 16-1.   RD-650A HSI copilot’s altimeter is a conventional barometric
altimeter.

Airspeed Indicators
The pilot’s and copilot’s airspeed indicators are
identical and operate off uncorrected pitot-static
Figure 16-2.   Remote Instrument Controller inputs (Figure 16-5). The instruments incorporate
a single rotating needle, a fixed scale calibrated
in knots, and a rotating Mach scale. Two slots are
ADI located in the face of the instruments: one (inner)
Various ADIs may be installed. The most common at 261 knots and one (outer) at 276 knots. At 8,000
ADI installation is the AD-650A 5-inch ADI feet and below, the inner window will be red; at
(Figure 16-3), which incorporates the single-cue 9,600 feet and above, it will be black. The outer
flight director command display. The AD-650A window will be black below 8,000 feet and red at
also incorporates 12 annunciator lights on top of 9,600 feet and above. The indicated Mach limit of
the case “eyebrow” that indicate which vertical and 0.721 above 29,315 feet is indicated by a single red
horizontal modes are engaged in the flight director. radial line. A knob, on the lower left corner of the
The ADI also displays, but is not limited to, angle- instrument, controls a moveable index that can be
of-attack, glideslope, turn-and-bank, expanded set to any airspeed as a reference.
localizer, and radio altitude information.

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Figure 16-6.   Vertical Speed Indicator (VSI)

Turn-and-Bank Indicator
The pilot’s turn-and-bank indicator is incorporated
in the standard five-inch ADI (Figure 16-3). The
Figure 16-4.   Copilot’s Flight Instruments copilot’s turn-and-bank indicator is located directly
below the basic HSI (Figure 16-7). Both turn-and-
bank indicators are powered by 28 VDC through
circuit breakers on the left circuit-breaker panel.
There is an option of AC power for both left and
right turn and bank indicators. If the copilot’s
instrument panel is cond with an optional standby
gyro horizon, the copilot may not have a turn-and-
bank indicator.

Figure 16-5.   Airspeed Indicator

Vertical Speed Indicators

Two instantaneous vertical speed indicators (VSIs)
indicate vertical velocity of 0 to 6,000 fpm up or
down (Figure 16-6). Accelerometers sense changes
in normal acceleration and displace the needle
before actual pressure change occurs, resulting in Figure 16-7.   Copilot’s Turn-and-Bank
much less time lag between airplane displacement Indicator
and instrument indication.

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Pressure Gyro
The copilot’s attitude gyro is a pressure-driven
instrument which displays airplane attitude in pitch
and roll (Figure 16-4). The pressure is produced
by engine bleed air. The attitude gyro will be
operating any time at least one engine is running.
Due to the simplicity and reliability of the system,
no warning flags are provided. System pressure
may be monitored through the pressure indicator
installed in the right instrument panel.

Outside Air Temperature

Indicator
Below the clock on the pilot’s instrument panel is Figure 16-9.   Magnetic Compass
an OAT indicator which displays air temperature
uncorrected for ram rise. Two scales and a single
pointer are used to indicate both Celsius and
Fahrenheit readings (Figure 16-8). The temperature
sensor is located inside the right dorsal fin ram-air
inlet.

Figure 16-10.   Flight Hour Meter

A small indicator on the face of the instrument
rotates when the hour meter is in operation. The
flight hour meter is normally located on the upper
right side of the copilot’s instrument panel.

True Airspeed Indicator

(Optional)
The optional true airspeed (TAS) indicator displays
true airspeed in knots and static air temperature
Figure 16-8.   OAT Indicator (SAT) or total air temperature (TAT) in degrees
Celsius. Static air temperature (SAT) is the
Magnetic Compass temperature of air undisturbed by the motion of
the airplane. As SAT is read from the instrument, it
A standard liquid-filled magnetic compass is has been corrected for the ram-air temperature rise
mounted above the glareshield (Figure 16-9). and for compressibility effects. It is analogous to
ambient air temperature or outside air temperature
Flight Hour Meter (OAT). Total air temperature (TAT) is OAT which
has been compressed and has consequently had its
The meter displays the total flight time on the temperature increased by adiabatic heating. When
airplane in hours and tenths (Figure 16-10). The total air temperature (TAT) is selected, the indicator
landing gear squat switch activates the meter when registers the temperature of the air which results
the weight is off the gear. from the effect of ram air on the temperature probe.

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The indicator normally displays true airspeed and
static air temperature. Pressing the TAT button
changes the temperature display to total air
temperature for as long as the button is depressed.

Davtron Model 811B Clock

A Davtron Model 811B six-digit display clock
(Figure 16-11) presents either 24-hour elapsed
flight time or elapsed time from the stop-watch
function, as selected by the pilot. A separate battery
supplies power to keep the time circuit functional
when airplane electrical power is off.

Figure 16-12.   Standby Attitude Gyro

Indicator

Figure 16-13.   Standby Gyro Switch

The standby gyro power switch must be in the
Figure 16-11.   Davtron Model 811B Clock STDBY GYRO position for automatic transfer to
emergency battery power. The gyro will operate for
Standby Attitude Gyro Indicator a minimum of 30 minutes on emergency battery
power. When the switch is held to the TEST
(Optional) position, a self-test of the emergency battery pack
A standby attitude gyro indicator may be located and associated electrical circuits is accomplished.
on the instrument panel (Figure 16-12). It normally The green light adjacent to the switch illuminates
operates on main DC electrical power through the if the test is satisfactory and the battery pack is
STDBY GYRO circuit breaker on the left circuit- fully charged.
breaker panel. Power to the gyro is controlled by
the standby gyro switch, with STDBY GYRO– CAUTION
OFF–TEST positions, located on the pilot’s lower
instrument panel (Figure 16-13). An emergency When uncaging, do not release the
battery pack in the nose avionics compartment is an PULL TO CAGE knob suddenly so that
emergency source of power for the standby gyro if it snaps back; this may damage the gyro.
main DC bus voltage falls below minimum. This is
indicated by an amber POWER ON light adjacent NOTE
to the standby gyro switch, provided the switch is For aircraft cond with dual flight di-
in the STDBY GYRO position. The standby gyro rectors and/or dual EFIS, the standby
is caged by pulling the PULL TO CAGE knob and attitude gyro indicator is required
rotating it clockwise. equipment.
The battery pack is continuously charged by the
main DC electrical system and should be fully
charged in the event of an electrical power failure.

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STALL WARNING AND The flap position sensor provides signals to the
indicator in order for it to be able to compensate
ANGLE-OF-ATTACK SYSTEM for any flap position. The indicator computes angle-
The angle-of-attack system is powered by the main of-attack from the transmitter signals and flap
DC electrical system and incorporates a transmitter, position, and compensates for all configurations
a probe, a flap position sensor, and an optional and weights so as to give a standard readout on the
indexer (Figure 16-14). angle-of-attack indicator.

The angle-of-attack transmitter on the right side of A full-range indicator is the primary type used. The
the airplane is the basic sensor which detects the indicator is calibrated from 0 to 1.0 and marked
direction of airflow at the side of the fuselage. The with red, yellow, white, and green arcs (Figure
transmitter has a conical-slotted probe extending 16-14). The indicator displays lift information with
into the airstream. The probe rotates to achieve 0 representing zero lift and 1.0 representing stall.
uniform airflow. The probe is heated for anti-icing Lift is presented as a percentage and, with flap
along with the pitot tubes and static ports. If the position information, the display is valid for all
probe heater should fail, an amber AOA HTR FAIL airplane configurations and weights. Therefore, at
annunciator will illuminate. 1.0 where full stall occurs, 100% of the available lift
is being produced. At 0, zero lift is being produced.

Figure 16-14.   Stall Warning and AOA System

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The green arc (0 to 0.55) is the normal operating The following angle-of-attack indications occur:
range of the airplane. The white arc (0.55 to 0.65) 1. Angle-of-Attack high: top (red) chevron
covers the area between the normal operating illuminates.
range and the caution area. The middle of the
white arc, 0.6, represents the optimum landing 2. Angle-of-Attack slightly high: top chevron and
approach airspeed (1.3 VSO). The yellow range (green) circle illuminate.
(0.65 to 0.75) is a caution area where the airplane 3. Angle-of-Attack on reference: circle
is approaching a critical angle-of-attack. The red illuminates.
arc (0.75 to 1.0) is a warning zone that represents 4. Angle-of-Attack slightly low: circle and
the area beginning at low speed buffet continuing bottom (yellow) chevron illuminate.
to full stall. At an indication of approximately 0.81
to 0.87 (depending on flap setting) in the warning 5. Angle-of-Attack low: bottom chevron
range, the stick shaker will activate. If the angle-of- illuminates.
attack system loses power or becomes inoperative The top chevron points down, indicating that the
for other reasons, an OFF flag will appear in the angle-of-attack must be decreased to eliminate
indicator. the deviation. The bottom chevron points up to
indicate that the angle-of-attack must be increased
The stick shaker is located on the pilot’s control to eliminate the deviation.
column about 9 inches down from the control wheel
and on the forward side. The stick shaker provides
tactile warning of impending stall. The angle-of-
attack transmitter causes the stick shaker to be COMMUNICATIONS/
powered when the proper threshold is reached. For
the stall warning shaker system to be in operation,
NAVIGATION
the airplane must be airborne and have weight off
of one of the two squat switches. VHF COMM TRANSCEIVERS
WARNING Dual VHF-22A transceivers are located in the nose
avionics bay. They are individually controlled by
If the angle-of-attack probe heater fails control heads located on the right side of the center
and the probe becomes iced, the stick instrument panel (Figure 16-15). The COMM 1
shaker may not operate. antenna is located on the underside of the fuselage,
and the COMM 2 antenna is mounted in the vertical
stabilizer cap. The COMM 1 radio is powered from
The system is tested prior to flight by positioning the emergency DC bus.
the rotary test switch to STICK SHAKER (Figure
16-14). This position bypasses the squat switch and
applies a high angle-of-attack signal, causing the OPTIONAL KING HF
shaker motor to operate. Do not fly the airplane if TRANSCEIVER
the test is unsatisfactory.
The King KHF-950 is a 150-watt transceiver that
An approach indexer, mounted on the pilot’s provides 280,000 frequencies at 100 Hz increments
glareshield (Figure 16-14), provides a “heads up” with 99-channel preset capability in the HF band
display of deviation from the approach reference. (2.000 to 29.999 MHz). It operates in am or single
The display is in the form of three lighted symbols sideband.
which are used to indicate five angle-of-attack
conditions. High angle-of-attack is analogous to All controls and indicators are normally located on
low airspeed; low angle-of-attack is analogous to the copilot’s lower instrument panel (Figure 16-16).
high airspeed.

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The control functions are listed below:

FREQ/CHAN—Selects frequency or channelized
7 mode of operation.
MODE—Selects LSB, AME, or USB. Mode is
displayed in lower part of frequency display.
PGM—Selects programming of frequency for
channel operation.
STO— Stores selected frequency for channelized
operation.
Tuning Knobs—Outer knob used for frequency
STANDARD—VHF TRANSCEIVER selection; inner knob used for channel selection.
NAV, AND TRANSPONDER AUDIO
PANEL OFF/VOLUME—ON/OFF switch and volume
control.
SQUELCH—Controls squelch threshold.
CLARIFIER—Improves clarity of reception
during SSB operation.
USB is used for communication with stations
operating in single sideband on upper sideband.
AME allows communication with older AM or
AME stations. AME is not compatible with USB.
LSB is disabled.

To tune the HF system antenna coupler to the

frequency selected, rotate the VOLUME knob out
OPTIONAL—CTL-22,32,62, AND 92 of the OFF detent. Receiver frequency will be
CONTROLS displayed after a short warm-up time (one minute).
Press the microphone button to key the transmitter.
Figure 16-15.   Consolidated Avionics The antenna coupler will tune automatically. The
Control channel number will continue to display. The
frequency will not display until automatic tuning is
KING HF complete. After tuning, adjust for desired squelch.
During reception, adjust CLARIFIER control for
MENU FREQ/CHAN
maximum signal clarity.
FREQ-KHZ CHANNEL

FLITEPHONE V (OPTIONAL)
PULL
ON

CLARIFIER SQUELCH VOLUME

STO PGM
The Flitefone V system provides air-to-ground
telephone communication. It operates in the ultra
Figure 16-16.   KHF-950 Transceiver high frequency (UHF) band and is a frequency
modulated (FM) unit. The operating frequency is in
the 450 MHz range. Twelve telephone channels are
provided plus one ground-to-air selective calling
channel (SEL CALL).

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The flight compartment station consists of a control COCKPIT VOICE RECORDER
mounted on the copilot’s meter panel and a handset
assembly mounted on the forward side of the right The cockpit voice recorder system provides a
divider panel. continuous recording of the last 30 minutes of
all voice communications and aural warnings
The passenger compartment station is located in a occurring in the cockpit, as well as communications
drawer at approximately mid-cabin. involving the aft public address audio.

The Flitefone also may serve as a cabin/flight A sensitive cockpit microphone is located in the
compartment interphone. To use the system for an overhead console. The recorder is energized any
interphone, the INTERCOM (IC) button is pressed. time the battery switch is in the BATT position.
The amber light will illuminate and remain on as System operation may be checked by means of a
long as the handset is off the cradle. Pressing the test switch on the recorder system. Pressing the
INTERCOM (IC) button also causes the audio erase button will erase the entire recording. Erasure
signal to sound in the other control unit. can only be accomplished on the ground.

To place a telephone call, ascertain that the system

is turned on. On the cockpit control, power is UNIVERSAL FLIGHT DATA
controlled by the OFF–VOL switch. On the cabin RECORDER (OPTIONAL)
control, the system is controlled by the ON–OFF
The Universal Flight Data Recorder (UFDR)
switch. In both cases, when the system is turned on,
provides a permanent record of the airplane’s altitude,
the amber intercom light will illuminate. When the
airspeed, heading, acceleration, and microphone
handset is removed from its cradle, an operational
keying. The data is recorded continuously in digital
channel will be automatically selected. If the
form onto a crash-survivable magnetic tape having
channel is busy, momentarily press and release
sufficient capacity to store the last 25 hours of flight
the handset cradle hook switch and another channel
time. Loss of power or other failure detected by
will be selected. If a particular channel is desired,
the integrity monitoring function illuminates the
select a channel manually by pressing any one of
RECORDER PWR FAIL light.
the 12 channels. When a dial tone is heard, press the
operator (OPER or T button, depending on which
airplane station is being used). Check that the green F-542 FLIGHT DATA
transmit light illuminates and stays on. When the RECORDER (OPTIONAL)
operator answers, give the necessary information
about your call. After pressing the operator button, The F-542 flight data recorder provides a permanent
the INTERCOM (IC) button may be pressed to record of the airplane’s altitude, airspeed,
alert the other control unit without interrupting the acceleration, heading, microphone keying and
telephone call in progress. time. The medium for recording is a fireproof metal
foil which is engraved by a stylus. The rigid case
Upon completing the call, place the handset in the containing the mechanism protects the recording
cradle and note that the amber light (the power- from damage in the event of an accident. The foil
on light) illuminates and the green transmit light travels through the mechanism at a controlled rate,
extinguishes. The handsets from both controls must providing an accurate time base for the data.
be returned to their respective cradles in order to
extinguish the green transmit light. A trip and data encoder is provided as an option,
which provides the ability to manually enter trip
When receiving an incoming call, the channel and date information. Two pushbutton switches are
which is calling and the amber light will alternately provided on the control panel. One button is labeled
flash and the audio signal will sound. Pick up REPEAT and is used to initiate the 15-minute
the handset to answer the call. The channel is encoding cycle; the other switch is labeled EVENT
automatically selected and the transmitter will and can be used to mark the recording as desired.
come on when the telephone is answered. A light on the control panel indicates that the
encoding cycle is in progress and a meter indicates
the recording time remaining.

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VHF NAVIGATION RECEIVERS The receiver is located in the nose avionics

equipment bay, and the antenna is mounted on
Dual VIR-32 navigation receivers provide VOR, the underside of the fuselage. ADF information is
localizer, glideslope, and marker beacon capability. displayed on each RMI by the single-bar bearing
The receivers are located in the nose avionics pointer. The bearing pointer on the pilot’s HSI may
compartment. Controls are located on the lower also be selected to ADF by pushing a selector switch
right side of the center instrument panel (Figure on the left side of the HSI case. If an optional ADF
16-15). Each system has 200 VOR/LOC operating system is installed, the double-bar bearing pointers
channels, and 40 glideslope channels, and automatic on the RMIs display ADF 2 bearing information.
DME channeling. Multiple outputs drive the flight
director, HSI, RMIs, and the autopilot. All basic
functions have a built-in self-test. Consult Section Radio Magnetic Indicator (RMI)
III of the Airplane Operating Manual for self-test Dual RMI-30 radio magnetic indicators are mounted
procedures. The NAV 2 receiver is powered from on the left and right instrument panels (Figure
the emergency DC bus. 16-18). ADF and VOR information is displayed on
each RMI. The single-bar bearing pointers display
AUTOMATIC DIRECTION VOR 1 or ADF 1. The double-bar pointers present
VOR 2 or ADF 2 information. Push-type selectors
FINDER (ADF) are mounted on the lower case of the RMIs for
The Collins ADF-60 is an automatic direction selecting desired information. The compass card for
finder system operating in the frequency range of each RMI is driven by the opposite-side compass
190 to 1749.5 kHz, tunable at .5 kHz intervals, and system. In the event of RMI compass card failure,
providing 3,120 channels. Tuning is accomplished the VOR pointer remains slaved to the compass card
by concentric knobs on the control panel, located and continues to indicate magnetic bearing to the
on the center instrument panel (Figures 16-15 and selected station. The ADF pointer indicates relative
16-17). bearing to the selected station.

Figure 16-18.   Radio Magnetic

Indicator (RMI)

Figure 16-17.   Collins ADF-60 Control Panel

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C-14D COMPASS SYSTEM MARKER BEACON SYSTEM
The pilot’s HSI, the flight director (when NAV 1 The marker beacon, VOR, localizer, and glide-slope
is selected on the mode control panel), and the receivers are all combined into each navigation
copilot’s RMI are driven by the pilot’s C-14D slaved receiver. NAV 1 and NAV 2 receivers provide
gyro system. The system consists of a directional marker beacon data to the pilot’s and copilot’s
gyro, a flux detector, two mode selector switches, marker beacon lamps respectively, located above
a remote compensator, and a slaving indicator on the ADIs.
the HSI. The pilot’s system operates from the main
DC bus system. Two LH GYRO SLAVE switches The marker beacon receivers are in operation
located on the left switch panel (Figure 16-19), one whenever the NAV receivers are on. They operate on
with AUTO–MAN positions and the other with a frequency of 75.00 MHz. At night when the panel
LH–RH positions, allow selection of automatic lights are on, the marker beacon lights are dimmed;
(slaved) or manual (unslaved) operation of the outer marker (0), blue; middle marker (M), amber;
pilot’s C-14D compass system. and inner marker (I), white. Aural tones will be
heard through the speaker/headset over the markers.
Switches in the lower left and right corners of the
audio control panel (Figure 16-20) permit selection
of high (HI) or low (LO) sensitivity for operation of
the marker beacon lamps.

Figure 16-19.   LH GYRO SLAVE Switches

Under normal conditions, the pilot’s C-14D GYRO

SLAVE switch should be left in the AUTO position.
Fast slaving in the AUTO mode occurs at a minimum Figure 16-20.   Audio Control Panel
rate of 30° per minute. It will continue at that rate
until the gyro is slaved to the magnetic compass Audio muting (MKR MUTE) on the audio control
heading. It will then continually maintain a slow panel provides a method of temporarily muting the
slaving rate of 2.5º to 5.0° per minute. At initial marker beacon audio signals (30 seconds).
power-up, the system will slave itself in AUTO.

When MAN is selected, the HSI and the copilot’s AUDIO CONTROL PANELS
RMI compass card can be moved left or right at Two audio control panels (Figure 16-20) provide
a rate of 30° per minute by toggling the LH–RH individual audio selection by each pilot. Three-
switch. In the MAN mode, the slaving indicator position switches labeled SPKR, OFF, and HDPH
on the HSI disappears. Under normal operating enable all audio inputs to be selected to the
conditions, the gyros remain in the AUTO (slaved) overhead speakers or headphones. A two-position
mode. IDENT– VOICE switch is used with the NAV and
ADF switches to monitor either voice or coded
The copilot’s C-14D compass system is identical to identifiers. Two concentric MASTER VOLUME
the pilot’s system. The copilot’s system drives the knobs control the headset or speaker volume of all
copilot’s HSI and the pilot’s RMI compass card. The selected audio sources. A PASS SPKR VOLUME
copilot’s system receives electrical power from the knob controls the output volume of the passenger
emergency DC bus. In the event of a main DC power compartment speakers. A rotary microphone
failure, placing the battery switch to the EMER selector switch has four standard positions: COMM
position restores the copilot’s HSI operation. 1, COMM 2, PASS SPKR, and EMER/COMM 1.

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A fifth position labeled “HF” is included if an

optional HF radio is installed. COMM 1 or COMM
2 connects the microphone being used to the
respective VHF transmitter. PASS SPKR provides
for announcements to the passengers through the
cabin speakers; COMM 1, COMM 2, and HF audio
is muted. EMER/COMM 1 provides for the use of
COMM 1 when operating only on emergency DC
power. The EMER/COMM 1 position bypasses the
audio amplifier, necessitating the use of a headset, Figure 16-21.   Locator Beacon
and volume control is available only at the radio
control head. Transmitting remains normal from The transmitter has an ARM switch which is nor-
all microphone sources. mally left in ARM. The ON position is used to test
the system from the ground and the OFF position
A three-position AUTO SEL switch with SPKR, turns the system off.
OFF, and HDPH positions automatically selects
the proper speaker or headphone to match the A guarded LOCATOR BEACON switch on the
position of the rotary microphone selector switch. instrument panel provides manual activation
All audio sources can be monitored at any time by of the system as well as a means of testing the
the use of the appropriate SPKR, OFF, or HDPH operation. In the NORM position, the system is
switch, regardless of the microphone selector armed for activation by the impact switch. In the
switch or the AUTO SEL switch positions. A MKR EMER position, the impact switch is bypassed
MUTE button silences the marker beacon audio for and the emergency signal is transmitted. The
approximately 30 seconds. EMER position can be used to test the system;
however, prior approval from control tower and
A two-position switch on each control wheel has flight service must be obtained. A RESET button is
a MIC position for keying the transmitters and an located next to the LOCATOR BEACON switch on
INPH position for interphone communications the instrument panel. Pressing the RESET button
when using the lip phone or the oxygen mask resets the ELT transmitter if it has been energized
microphone. If a hand-held microphone is used, by the impact switch. The RESET button must be
transmission is determined by the position of the held depressed for a minimum of three seconds.
MIC selector switch. A remote control, accessible from outside the
airplane, is located on the left side of the dorsal
fin under a plug button. The ELT can be turned
LOCATOR BEACON (OPTIONAL) ON, OFF, or RESET from that control. Two flush-
The emergency locator beacon (ELT) system is an mounted antennas are located on either side of the
emergency transmitter designed to assist in locating dorsal fin just forward of the vertical fin.
a downed airplane. The transmitter has a self-
contained battery pack which must be changed every
three years or after a cumulative total of one hour of
FLIGHT GUIDANCE
operation. The system is activated automatically by
an impact of 5.0 +2/–0 G along the flight axis of the SPZ-500 AUTOPILOT/FLIGHT
airplane, or manually by a remote EMER switch on DIRECTOR SYSTEM
the copilot’s instrument panel (Figure 16-21).
The SPZ-500 autopilot/flight director instrument
system is a complete flight control system
When the transmitter is activated, a modulated omni-
which includes a flight director, automatic
directional signal is transmitted simultaneously on
pilot, pilot’s attitude director indicator (ADI),
emergency frequencies 121.50 and 243.00 MHz.
pilot’s horizontal situation indicator (HSI),
The modulated signal is a downward swept tone
air data computer with associated outputs,
signal starting at approximately 1600 to 1300 Hz
autopilot controller, vertical navigation system
and sweeping down every two to four seconds
including altitude alerter, touch control steering
continuously and automatically.
(TCS), a rate gyro, and autopilot servos.

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The system operates through the pilot’s ADI and • GS—Glideslope is captured.
HSI for mode annunciations, command cues, and • VRT—Altitude preselect captured, or
vertical and horizontal navigation displays. The vertical speed hold is engaged.
air data system provides pressure altitude, altitude
reporting, altitude preselect, IAS hold, and vertical • ALT—Altitude hold mode is engaged.
speed hold. The system may be flown manually or • BC—Back course is captured.
automatically, and meets Category II equipment • VN—V-NAV capture has occurred.
requirements. • SPD—IAS hold or MACH hold is engaged.
• DH—Illuminates when the airplane reaches
PILOT’S ATTITUDE DIRECTOR the preset decision height.
INDICATOR (ADI) • GA—Go-around has been selected.
Several different attitude director indicators (ADIs)
may be installed. Each may present flight data in ADI Test
slightly different displays; however, operation is Depressing the attitude test switch causes the
basically the same. sphere to rotate approximately 20° left and pitch
up approximately 10°. The ATT warning flag will
The flight director command bar is in view on appear. All the annunciators on the ADI will light
the ADI any time the flight director system is in except the DH. All annunciators on the flight
operation. They are positioned by the FD computer director mode control will light, except OFF and
to display pitch and roll steering commands for 2. The three digits on the V-NAV controller will
the mode selected on the mode control panel. display eights.
Positioning the fixed reference airplane to align it
with the command bars gives computed steering to The AD-600 ADI includes a radio altimeter
intercept and track a radial, glide slope, or whatever repeater (rising runway). The rising runway will
mode may be selected. display absolute altitude from approximately 200
feet AGL to ground level when the optional radio
An ATT warning flag appears at the left side of the altimeter is installed. The AD-650 ADI (Figure
ADI when attitude information is unreliable and a 16-3) is equipped with a radio altimeter digital
flight director warning flag (FD) is displayed at the display on the lower right side of the instrument.
right side of the ADI when command bar information Decision height (DH) is set in the window in the
is unreliable. Four additional red warning flags are lower left side of the instrument by means of the
installed in the ADI to indicate malfunctions: DH set knob. When the airplane descends below
• SPD—Indicates speed command display the selected decision height, the DH annunciator
malfunction. on the ADI will illuminate.
• R/T—Indicates turn needle malfunction.
Pressing the RA TEST button on the lower left
• GS—Indicates glide-slope malfunction. bezel tests the radio altimeter circuits and causes
• LOC—Localizer malfunction. the following displays on the RAD ALT readout: all
digits momentarily display 8’s, followed by dashes,
The ADI incorporates 12 annunciator lights on top and then 100 feet until the test button is released, at
of the case “eyebrow” that indicate which vertical which time the actual altitude is displayed. During
and horizontal modes are engaged in the flight the test, the DH display shows all 8’s with the
director. The following modes are annunciated: altitude readout display and then shows the current
• HDG—Heading select mode is engaged. selected altitude for the remainder of the test. In
• NAV—A NAV mode (VOR, RNAV) has APR CAP mode, the test function is inhibited. The
been captured and is being tracked. DH annunciator on the ADI bezel may be tested
on the ground by setting the DH at 50 feet. In
• LOC—Localizer has been captured. the process of the test, the radio altimeter system
• APR—VOR approach is selected or internally goes to 100 feet; the DH annunciator will
localizer capture has occurred. illuminate when the system cycles back through 50
feet of altitude during the test.

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The GA mode annunciator light is located on the Mode annunciator lights are integral to the 5-inch
face of the ADI and indicates the GO-AROUND HSI and indicate mode of operation as follows:
mode of operation. GO-AROUND has priority • RN—RNAV function selected.
over all other modes of operation. GO-AROUND
mode is selected by pressing the GA button on the • VLF—VLF function selected.
throttle. • WPT—RNAV waypoint or VLF waypoint
(depending on mode) selected.
An inclinometer and rate-of-turn display are • VN—V-NAV mode has been selected.
located at the bottom of the ADI. The turn needle
is calibrated to show a standard rate-of-turn (3° per In addition to positioning the heading cursor, the
second) when it is aligned with the marks at the left heading knob sends internal signals to the flight
or right side of the scale. director computer to position the command bars
in response to the position of the heading cursor
An expanded localizer indicator is situated at when HDG is selected on the mode control panel.
the bottom of the indicator sphere above the turn
needle. It displays raw localizer displacement data A heading flag (HDG) will appear in the instrument
which is amplified 7.5 times to allow use of the when the compass system is OFF, the heading
localizer pointer as a sensitive reference of airplane signal from the directional gyro becomes invalid,
position on the localizer. The pointer serves as an primary power to the indicator is lost, or the error
indicator of the Category II approach window. It is between the displayed heading and the received
extremely sensitive throughout the approach and is signal becomes excessive.
used as a reference only.
The course knob sets the course cursor. The course
Optional double cue attitude director indicators deviation bar, which forms the inner segment of the
are available which present the course and flight course cursor, rotates with the course cursor. The
path indications through a cross pointer system. A course knob also sets internal system reference for
reverse display option exchanges the position of flight director commands in the VOR/LOC and
the glideslope indicator and the fast/slow indicator. RNAV modes of operation. Like the HDG cursor,
If a decision height and radio altitude display are the course cursor rotates in its set position with the
installed on the reverse display indicators, the compass card.
DH and RAD ALT displays will also be reversed.
Operation of the ADI is otherwise unchanged. The course deviation bar moves laterally in the HSI
in relation to the course cursor. Course deviation
An optional four-inch instrument is available for dots in the HSI act as a displacement reference for
the pilot’s position. the course deviation bar. When tracking a VOR, the
outer dot represents 10°, while on an ILS localizer
it represents 2 1/2°. TO–FROM flags point to or
Pilot’s Horizontal Situation from a station along the VOR radial when operating
Indicator (HSI) on a VOR. A striped NAV warning flag comes into
view when power is OFF, when NAV information is
The pilot’s standard HSI displays compass heading, unreliable, or when signals from the NAV receiver
glideslope and localizer deviation, and airplane are not valid.
position relative to VOR or RNAV radials (Figure
16-1). The vertical deviation pointer displays V-NAV or
glideslope deviation. When receiving glideslope
The heading cursor and course cursor are set information during an ILS approach, the deviation
by knobs located on the HSI bezel, or remotely pointer will appear on the right side of the standard
located (Figure 16-2) as determined by different HSI displaying deviation from the glide-slope
HSI installations. beam. When receiving V-NAV information, the
deviation pointer will display deviation from the
computed vertical path with each dot of deviation

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representing 750 feet of vertical path deviation. Autopilot Control Panel
Vertical mode annunciators on the HSI and ADI will
display VN when the deviation pointer is displaying The autopilot control panel on the center pedestal
V-NAV information. If the NAV receiver is not (Figure 16-23) provides the means of engaging
tuned to an ILS frequency or receiving V-NAV the autopilot and yaw damper, as well as manually
information, the pointer will be retracted from controlling the autopilot through the TURN knob
view. If either signal is unusable or unreliable, the and PITCH wheel. The torque-adaptive autopilot
deviation pointer will be covered by a red warning provides two levels of torque authority automati-
flag. cally for both the pitch and roll axes. The torque
switching is accomplished through a barometric
pressure (set to 14,500 feet), which is installed in
Mode Control Panel the copilot’s static system.
The mode control panel (Figure 16-22) consists
of 11 push-on, push-off back-lighted switches.
The status of the selected mode is displayed by
amber lights when armed or green lights when
engaged, or when capture has occurred. On the
top face “eyebrow” of the ADI, capture modes are
also annunciated. The FD OFF switch causes the
command bar(s) to bias out of view on the ADI;
however, flight director operation with the autopilot
is unaffected but without a visible command cue. Figure 16-23.   Autopilot Control Panel

The AP switch is used to engage the autopilot

and the yaw damper. The YD switch engages the
yaw damper only. Use of the yaw damper while
manually controlling the airplane aids in stability
and passenger comfort.

The pitch wheel allows manual pitch control of the

Figure 16-22.   Mode Control Panel airplane proportional to the rotation of the wheel
and in the direction of wheel movement. Movement
NOTE of the wheel also cancels any other previously
selected vertical mode. The turn knob allows
NAV 1 is permanently connected to the manual bank control of the airplane proportional to
pilot’s HSI, and NAV 2 is permanently and in the direction of knob movement. Turns with
connected to the copilot’s HSI. This a maximum bank angle of 30° can be performed
remains true if an optional second flight with the autopilot. The turn knob must be in the
director is installed. The selection of NAV/ center detent position before the autopilot can be
HSI 1 or NAV/HSI 2 on the mode control engaged. Rotation of the turn knob out of detent
panel controls which NAV receiver/ cancels any other previously selected lateral mode.
horizontal situation indicator (HSI)
provides inputs to the flight director(s). Depressing the SOFT RIDE switch reduces
If NAV/HSI 1 is selected, course and autopilot gains while still maintaining stability in
bearings data must be set on the pilot’s rough air. This mode may be used with any flight
HSI; If HSI 2 is selected, course and director mode selected.
bearing data must be set on the copilot’s
HSI. If NAV/HSI 1 is selected, course
and glideslope information are received
from NAV 1; if NAV/HSI 2 is selected,
course and glideslope information come
from NAV 2.

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The bank limit mode may be selected if it is desired

to limit the maximum bank angle during autopilot
operation. When the mode is engaged, the autopilot
maximum bank angle is limited to 17°. The mode is
limited to use in conjunction with heading (HDG)
mode only. When the mode is engaged, LOW will
annunciate in the pushbutton.

The elevator trim indicator shows an out of trim

condition, in the direction indicated by illumination
of UP or DN in the TRIM annunciator, when a
sustained trim input is being applied to the
elevator servo. The indicator should be OFF before
engaging the autopilot. If the TRIM annunciator is
illuminated and the autopilot must be disengaged,
the pilot must be prepared for an out-of-trim
condition in the annunciated direction.

The TEST EACH FLT button activates a test of Figure 16-24.   AP/TRIM DISC Button
the current monitor for the autopilot and must be
checked prior to each flight. Pressing the button NOTE
causes the autopilot to disengage by simulating
a failure in the torque limiters. Disengagement Autopilot operation is prohibited above
must be within approximately two seconds after 14,500 feet if the torque monitor (AP
depressing the button. The AUTOPILOT OFF TORQUE) annunciator illuminates
light on the pilot’s instrument panel illuminates, (except for test).
the autopilot warning horn sounds, and the AP
TORQUE light also illuminates. Autopilot Flight Director
The autopilot is normally disengaged by depressing Coupling
the AP/TRIM DISC switch on either yoke (Figure Any time the flight director is engaged in a vertical
16-24). The autopilot may also be disengaged by and/or lateral mode, engaging the autopilot
electrically trimming the elevator trim system (YD automatically couples the autopilot to the flight
remains engaged), or depressing the GA button director. The autopilot is then controlled by the
on the left throttle if the flight director is engaged flight director. If an optional dual flight director is
(either throttle button if dual flight directors are installed, an autopilot transfer switch located on the
installed). The autopilot cannot be disengaged by instrument panel allows the autopilot to be driven
applying an overriding force to the yoke; however, from the No. 1 or No. 2 FD system.
actuation of the touch control steering button on the
yoke will interrupt the pitch and roll servos until
the switch is released. If the autopilot is disengaged Touch Control Steering (TCS)
by any of the above three ways, a warning tone will The touch control steering (TCS) button (Figure
sound for one second and the amber AUTOPILOT 16-24) on the pilot’s control wheel enables the
OFF light will illuminate for one second. Any other airplane to be maneuvered manually during autopilot
disconnect will cause the warning horn to sound operations without cancellation of any selected
for one second and the amber AUTOPILOT OFF flight director modes. Depressing the TCS button
light to stay illuminated. The amber light can be only causes the autopilot to be interrupted while the
turned off by pressing the AP/TRIM DISC switch, button is held depressed. Releasing the TCS button
the electric trim switch, or the go-around switch. causes the autopilot to reengage. When flying the
airplane manually and using the flight director, the
command bar(s) may be matched to the existing

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pitch attitude or the vertical modes may be reset V-NAV Computer/Controller
by using the TCS button (ALT HLD, VS, or IAS).
While controlling the airplane by using the autopilot The V-NAV computer/controller (VNCC) provides
in the basic mode utilizing the turn knob and pitch the data inputs for altitude preselect mode
wheel only (FD not engaged), depressing the TCS (ALTSEL), altitude alert, and vertical navigation
button and maneuvering the airplane by hand, (V-NAV) mode (Figure 16-26). Data is entered into
and then releasing the TCS button, the autopilot the computer by turning the data select switch to
automatically synchronizes to the pitch and roll the desired position and then setting the required
attitude without disengaging the autopilot. The roll value with the data set knob.
attitude rolls to wings level if bank angle is 6° or
less or holds the established bank angle if above 6°
up to 30° bank angle limit.

Pilot’s Altimeter
The altimeter provides a servoed drum/pointer
display of barometrically corrected pressure
altitude. AC power is required for operation of the
altimeter. The barometric pressure is set manually
with the BARO knob and is displayed in both inches
of mercury and millibars on the baro counters. The
altimeter is electrically driven from the air data Figure 16-26.   V-NAV Computer/Controller
computer which provides sensors and an electronic
output for altitude (Figure 16-25). The V-NAV computer/controller may be used as
an altitude alert system, either independently or in
conjunction with any other vertical mode.

To use only the altitude alert function of the

V-NAV computer/controller, select ALT with the
display selector switch and set the desired altitude
with the SET knob. When the airplane arrives at
approximately 1,000 feet from the selected altitude,
a tone will sound and the altitude alert light on
the pilot’s altimeter bezel will illuminate. When
the airplane approaches 250 feet from the desired
altitude, the altitude alert light will extinguish. The
light will reilluminate if the airplane altitude varies
approximately 250 feet from the selected altitude.

The V-NAV system operates only in conjunction

with the pilot’s flight director. An operating DME
Figure 16-25.   Pilot’s Altimeter is required for computing V-NAV functions and
the DME must be selected to the NAV receiver
An altitude alert light on the altimeter bezel providing navigation information to the pilot’s
illuminates to provide a visual indication when flight director. V-NAV information is valid only
the airplane is within 1,000 feet of the preselected when flying directly to or from a VOR/DME station.
altitude and extinguishes when the airplane is
within 250 feet of the preselected altitude. After
capture, the light will illuminate if the airplane
departs more than 250 feet from the selected
altitude.

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SYSTEM OPERATION OPTIONAL DUAL FLIGHT

The SPZ-500 system incorporates a wide variety of DIRECTOR SYSTEM
capabilities that produces one of the most flexible In the dual flight director installations, all
and easy to use systems in airplanes today. The flight capabilities available to the pilot are available to the
director and autopilot can be used independently or copilot, with the exception of vertical navigation.
together. When engaged and coupled to the flight In dual installations, a switch (APX–FD 1–FD 2)
director, the autopilot will control the airplane is installed on the center instrument panel which
using the commands generated by the flight director enables the autopilot to be switched to flight director
computer. With the flight director turned off (FD number one (FD 1) or flight director number two
OFF button), the autopilot will still couple to the (FD 2) for guidance.
same modes without displaying the flight director
command bars. Disengagement of the FD or AP will The optional flight director systems may be either
have no effect on the remaining AP or FD modes single cue or double cue (crosspointer) presentation
in operation at the moment of disengagement, and may be either regular or reverse display. In the
except when using the go-around button. When the reverse display instruments, glideslope/V-NAV
autopilot is engaged without any mode selected, information is presented on the left side of the ADI
manual pitch and roll commands may be made or and HSI, and angle-of-attack data is presented on
soft ride selected. Touch control steering (TCS) the right side of the ADI.
can be used to maneuver the airplane or to modify
the commands to the FD and AP. If the autopilot
is not engaged, the TCS button can be used to OPTIONAL ELECTRONIC
synchronize the command bars to the airplane FLIGHT INSTRUMENT SYSTEM
attitude. If HDG mode has been selected, BANK
LIMIT mode may be engaged and the maximum A single electronic flight instrument system (EFIS)
bank angle will be limited to approximately 17°. consists of two electronic displays, identical and
interchangeable (Figure 16-27), one symbol
The SPZ-500 system is offered with attitude generator and one display controller (Figure 16-28).
director indicators (ADIs) having either a double A conventional slip/skid indicator is attached to
cue (cross pointer) or single cue flight director the top cathode ray tube (the electronic attitude
presentation. Either system operates in a similar director indicator, or EADI). The bottom electronic
manner; however, the command bars of the single display is used for the electronic horizontal
cue presentation are brought into view by selecting situation indicator (EHSI). Both display tubes can
any lateral mode. Selection of only a vertical mode be dimmed manually and the relative brightness
will not bring the command bars into view. With will then be maintained photo-electrically.
the double cue display, selecting a lateral mode
brings both steering bars into view while selecting The heart of the EFIS system is the symbol
a vertical mode will bring the vertical steering bar generator (SG) which receives and processes all the
into view. airplane sensor inputs. The data is then transmitted
to the two electronic displays (EDs).
In optional dual flight director systems, the autopilot
may be switched to the pilot’s flight director (FD 1) The pilot controls the display formatting by
or the copilot’s flight director (FD 2) by means of means of the display controller (DC) (Figure
a selector switch located on the center instrument 16-28). He may choose single or double cue flight
panel. This switch determines only which flight director presentations, and full or partial compass
director system provides guidance to the autopilot. presentations. The heading and course select knobs
are located on the display controller.

Selections for navigation sources and bearing needle

presentations on the EHSI are controlled by means
of two, two-position switch lights having OFF–
ADF and OFF–VOR positions (Figure 16-29).

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The ADF switch controls the blue bearing pointer
and the VOR switch controls the green bearing
pointer (Figure 16-27). NAV 2 course information
cannot be displayed on the pilot’s EHSI.

NOTE
If NAV 1 fails, the copilot must assume
navigation control.

Optional source controllers may be substituted

for the switch lights discussed previously. Aircraft
DM
cond with source controllers have the capability
125 of NAV 2 display on the pilot’s EHSI, but heading
and course is controlled by the copilot’s heading
and course knobs.

Operation of the EFIS is similar to a standard

flight director system except for the presentation
TOR1
of additional information on the small format of
122 - - -.-
two electronic display units. More information is
available in a more compact arrangement and the
format is variable as desired. Presentations that are
not necessary or desired at any one time can be
removed and replaced with more appropriate data
for the existing flight conditions.

OPTIONAL DUAL ELECTRONIC

207 ----
FLIGHT INSTRUMENT SYSTEM
In the dual electronic flight instrument system
(EFIS), all capabilities available to the pilot are
Figure 16-27.   EFIS CRTs available to the copilot.

Each electronic flight instrument system consists

of 2 electronic displays (EDs), 1 symbol generator
(SG), 1 display controller (DC), and 1 source
controller (SC).The electronic displays are
identical and interchangeable. A conventional
slip/skid indicator is attached to the top cathode
ray tube (EADI). Both electronic displays use a
combination of manual and photo electric dimming
Figure 16-28.   EFIS Display Controller for various light conditions.

The symbol generator is the heart of the system and

receives all the airplane sensor inputs. The sensor
information is processed and transmitted to the
electronic displays.
ADF VOR
Figure 16-29.   EFIS Nav Source Switches

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The display controller provides the means by which

the pilot can control the display formatting, such
as full or partial compass display or single cue or
crosspointer display. Also included on the display
controller are the heading and course select knobs.

The source controller is used to select attitude,

heading, navigation, and bearing sources for
display. Annunciations of the selected sources are
presented on the electronic displays.

PULSE EQUIPMENT
TRANSPONDERS
A Collins TDR-90 transponder with a 4096
Mode A code capability is located in the center
instrument panel (Figure 16-15). The transponder COLLINS DME-40
also has Mode C capability to provide automatic
altitude reporting. An IDNT switch is located on
the controller and a remote IDNT button on each
control wheel. If an optional second transponder is
installed, a transfer (TFR) switch is located on the
controller to select the desired transponder.

DISTANCE MEASURING CH

EQUIPMENT (DME)
COLLINS DME-42
The Collins DME-40 or optional DME-42 provides
the pilot with slant range distance information to the Figure 16-30.   Collins DME Indicators
selected VORTAC, as well as time-to-station and
groundspeed readouts. Dual DMEs are optional. The DME-42 with IND-42A indicator and with the
The indicator mounted on the instrument panel CTL-32 control panel for VHF navigation (Figure
(Figure 16-30) does not control selection of DME 16-15) installed, the HOLD function is selected on
data; it is used only to display data that has been the navigation control heads (CTL-32).
selected by the NAV receivers.
In dual DME installations, DME 1 is permanently
The DME-40 NAV 1–HOLD–NAV 2 control is connected to NAV/HSI 1 and DME 2 is permanently
used to select the VORTAC (DME) station to which connected to NAV/HSI 2. The selection of NAV/
either NAV 1 or NAV 2 is tuned. Slant range to the HSI 1 or 2 on the flight director mode selector will
selected station is displayed in the upper window determine which NAV/HSI gives commands to the
(DME MILES) on the pilot’s HSI. When the flight director but will not change which DME is
HOLD position is selected, the DME will remain displayed in the HSI (dual DME installations only).
tuned to the last captured frequency regardless of
subsequent NAV 1 or NAV 2 receiver frequency If dual DMEs and an FMS long-range navigation
changes. The HOLD window illuminates when the system are installed, IND-42C indicators will be
hold position is selected. installed rather than IND-42A indicators. The IND-
42C indicators do not have channel (CH) selectors.

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In dual DME, dual flight director installations gain Functional testing of the radio altimeter system and
scheduling is not provided during a VOR approach the digital readout is accomplished by depressing
unless the DME and NAV/HSI are selected to the the RA TEST button on the ADI. The following
flight director being used for the approach. For displays will occur: all digits display 8s, then
example, DME 1 and NAV/HSI 1 must be selected dashes, followed by 50, ±5 feet until the button is
if the pilot is making the approach using flight released, at which time the actual altitude will be
director Number 1. If the copilot is making the displayed. The decision height window displays all
approach using flight director Number 2, he must 8s with the altitude display, and then displays the
also select NAV/HSI 2 and DME 2 to obtain the current set altitude for the remainder of the test.
gain scheduling function from the DME. If a cross- RA TEST cannot be accomplished when APR
selection (for example, DME 2 and NAV/HSI 1) CAP function of the flight director is in operation.
is made, the flight director will rely on a back-up The decision height (DH) annunciator on the ADI
fixed gain schedule and the approach parameters may be checked on the ground by setting the DH
may not be adhered to as closely. If an electronic below 50 feet when the test is accomplished. When
flight instrument system (EFIS) is installed, gain the altitude readout goes above the selected height,
scheduling is not affected by NAV/HSI or DME the DH light will extinguish; when the altitude
selections. decreases at the end of the test, the DH light will
illuminate when the indicated altitude passes the
DME-40 systems are tested by utilizing a TEST selected DH. The DH warning horn will also sound
button on the DME-40 indicator. DME-42 at that time.
systems are tested by a TEST button located on
the CTL-32 navigation receiver. Consult Section If an optional conventional radio altimeter indicator
III of the Airplane Operating Manual for self-test is installed (Figure 16-31), both the indicator and
procedures. its DH annunciator light operate independently
of the digital readout. The conventional indicator
is operating properly when the absolute altitude
RADIO ALTIMETER (OPTIONAL) indicator needle comes into view and the warning
flag is absent. If a malfunction occurs, the warning
Collins ALT-55B (Optional) flag will appear and the indicator needle will
The Collins ALT-55B radio altimeter displays radio disappear from view. When the airplane is above
altitude at all times up to an absolute altitude of the usable range of the radio altimeter, the needle
2,500 feet. The system becomes operational when will be out of view. Momentary signal loss will
the airplane electrical system is powered up and it cause the needle to disappear from view during the
remains operational throughout the flight. periods of signal interruption.

Various indicating systems or combinations of

systems are available which all operate from the DH
same receiver-transmitter pair. If the pilot (and DH

copilot) has an attitude director indicator (ADI)

which has a radio altitude digital readout (Figure 1
X100
16-3), the radio altitude will be displayed in the 225 2
RAD ALT window on the lower right side of the
ADI. Decision height (DH) will be displayed in 1205
3
the DH window on the left side of the ADI. The 15 RAD ALT
DH SET knob on the ADI controls the decision
height setting. The DH selection on the pilot’s
10 5 4
ADI also controls the setting of the decision height
warning horn. If the DH SET knob is rotated fully TEST
counterclockwise, the digital DH readout will
extinguish.
Figure 16-31.   Radio Altimeter ALT-55B

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The conventional (ALT-55) radio altimeter indicator Storm intensity levels are displayed in bright colors
may be tested with the below listed procedure. The contrasted against a deep black background. Areas
test will also cause the digital indicators (if present) of heaviest rainfall will appear in red, the next
in the ADI to test: level of rainfall in yellow, and the least rainfall in
1. Set the DH indexer at 20 feet. The DH indicator green. A color bar legend defining each displayed
light will be on, the warning flag out of view. color and range/mode alphanumerics facilitating
data evaluation are displayed on normally unused
2. Press the TEST button. As the altitude indicator areas of the screen. In MAP mode, the amount
passes the DH indexer, the DH light will go of reflected RF from various ground surfaces is
out, the flag will come into view, and the displayed in magenta, yellow, or dark blue (most
indicator should stop at 50, ±5 feet. reflective to least reflective).
3. Release the TEST button. As the indicator
passes the indexer, the DH light will come The systems consist of three line-replaceable units:
on and the warning tone will sound. The light the receiver-transmitter, the digital indicator, and
will remain on, the tone will fade out, the flag the antenna.
will go out of view, and the altitude indication
should read zero. All of the pilot’s operating controls are mounted on
the front panel of the digital indicator (Figure 16-32).
NOTE
The test function is disabled after the
glideslope has been captured during
an ILS approach using the autopilot or
flight director.

While taxiing over ice or snow, the radio altimeter

may fluctuate as much as 50 feet.

Outputs from the radio altimeter system are used to

desensitize the flight director and autopilot as the
airplane passes 1,100 feet AGL with the glideslope
engaged during an ILS approach. If the radio
altitude is invalid, gain programming becomes a
function of glideslope capture, time, and airspeed.

Sperry AA-300 (Optional) Figure 16-32.   PRIMUS 300SL Radar

(Standard)
The Sperry AA-300 radio altimeter operates
essentially the same as the Collins ALT-55B. It WARNING
provides readouts to ADIs and may also have
optional conventional indicators.
The area within the scan area and within
15 feet of an operating weather radar
WEATHER RADAR system constitutes a hazardous area. Do
not operate the radar system within 15
The PRIMUS-300SL and -400SL (optional) feet of personnel or flammable/explosive
ColoRadar Systems are X-band alphanumeric material or during fueling operations.
digital radars designed for weather detecting and For ground operation of a radar system,
analysis and for ground mapping. The purpose of position the airplane facing away from
the systems is to detect and locate various types buildings or large metal structures that
of storms along the flight path and to give the are likely to reflect radar energy back to
pilot a visual color indication of storm intensity. the airplane.

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CONTROLS AND DISPLAYS WARNING
INT/OFF Do not operate the 400SL radar system
Rotary control: the fully CCW OFF position in test mode within 15 feet of personnel
removes power from the system. Rotation CW or flammable/explosive material or
from OFF turns system on and regulates brightness during refueling operations. For ground
(intensity) of display. Warm-up period is 3 to 5 operation of a radar system, position the
minutes. STBY will be annunciated. If WX/C, airplane facing away from buildings or
MAP, or TEST is selected prior to completion of large metal structures that are likely to
warm-up, WAIT will be annunciated. reflect radar energy back to the airplane.

Mode Selection Pushbuttons FRZ

STBY Freezes the last image displayed on the screen.
FRZ is annunciated flashing at one-half second
Places the system in standby condition allowing intervals as a warning to the pilot that the display
it to warm up and be ready to operate. In standby, is not being updated.
the antenna does not scan and no signal is being
transmitted. STBY will be annunciated.
GAIN/PRESET
WX/C A rotary control detented in the fully CCW
PRESET position. Used to adjust sensitivity of the
Alternate action pushbutton initially selects color receiver, primarily to resolve nearby strong target
weather mode display. Areas of heaviest precipitation signals usually while ground mapping. When the
appear in red, the next level of intensity is yellow, and control is not in the detented PRESET position,
the least is green. WX is annunciated and azimuth VAR is annunciated.
lines and range marks are blue. When WX/C button
is pushed a second time, cyclic contour mode is
selected. Cyclic contour mode is the same as weather TGT ALERT
mode except that the high intensity area will alternate Target alert switch: the ON position causes TGT
between red and black and CYC will be annunciated. annunciation to flash when a strong (red level)
In cyclic contour mode, gain is automatically set to signal is detected within 60 to 160 nautical miles
a preset level. If WX/C is selected before system is and ±7.5° dead ahead regardless of range selected.
warmed up, WAIT will be annunciated. When no such signal is detected, a steady T is
annunciated. Target alert is disabled by switching
MAP to the MAP mode or turning the gain control out
of the PRESET position.
Selects ground mapping mode displaying prominent
topographical features with the strongest targets in
magenta (purple), the next level in yellow, and the STAB
weakest targets in cyan (blue). Azimuth lines, range Stabilization switch: Antenna stabilization is
marks, and annunciated MAP appear in green. normally in the ON position. STAB is turned off
If MAP is selected before system is warmed up, only when the stabilization system malfunctions. In
WAIT will be annunciated. the OFF position, the antenna is not stable and will
cause the display to vary with the airplane attitude.
TEST
Displays a test pattern at 100 nautical mile range. AZ MK
The antenna will scan. The 300SL radar system Azimuth markers switch: The ON position displays
will transmit no signal; however, the 400SL system azimuth markers at 30° and 60° either side of
radiates in TEST mode. In test mode, gain is set to center.
a preset level. TEST is annunciated.

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SCAN the coverage of collocated VOR/DME (VORTAC)

ground stations selected on the navigation
A 60 to 120° switch is used to select either a 60 or a receivers. These systems have the capability to
120° wide display—for Primus 400SL Radar only. store waypoints indefinitely (i.e., removal of power
will not erase the stored waypoints). These units
TILT are normally panel-mounted and installed on the
TILT is a rotary control that enables the pilot to instrument panel or the center pedestal.
select angles of antenna beam tilt in relation to the
earth plane (with stabilization on) or in relation to These systems produce conventional navigational
the airframe plane (with stabilization off). displays to selected waypoints on the ADI and HSI
interfacing with the flight guidance system for
automatic tracking.
RANGE-SELECTION
PUSHBUTTONS Long Range Navigation
300 200 100 50 25 10 (Optional)
When a range button is pushed, the maximum Various long range navigational systems may
range in nautical miles, as indicated on the button, be installed at customer request. These systems
will be annunciated on the top range arc and the vary widely but may utilize VORTAC, ILS, very
lower arcs will show 20% shorter increments low frequency (VLF), LORAN-C, and global
(example: 100, 80, 60, 40, 20). positioning stations (GPS)—separately or in
combination—to provide long range navigation
tracking capability with extreme accuracy.
NAVIGATION
DATA NAV II or III (Optional) GNS-1000 Flight Management
By use of DATA NAV II, the Sperry PRIMUS-
System (FMS)
300SL or -400SL ColoRadar indicator can be made The GNS-1000 FMS is the most common long
to display checklists, messages, and calculations range navigation system installed in Citation S/
entered by means of the KB-3001 Entry Keyboard II aircraft.
and long range navigation information. The
checklist function allows the pilot to display normal The GNS-1000 is a comprehensive navigation
or emergency procedures and to check off each step and flight management system which is primarily
through the procedure. Two indexes are available: a very low frequency (VLF) navigation system
one for normal procedure checklists and one for which, through a computer, interfaces with up to
emergency procedure checklists. four compatible navigation systems with analog
or digital outputs. The GNS-1000 system operates
Other weather radar systems are available such by using VLF radio transmissions from worldwide
as PRIMUS-800 ColoRadar, RDR-1150XL, and OMEGA and Naval Communications stations.
WXR-300. Consult Section III of the Airplane The GNS-1000 system processes its received
Operating Manual and vendor handbooks for VLF signals and the navigation inputs from other
operating information on specific weather radar onboard navigation systems and blends them into
installations. a single composite airplane position.

The system consists of a control display unit

Area Navigation (Optional) (CDU) (Figure 16-33), a flight management
Various optional area navigation systems may computer (FMC), a navigation data bank (NDB-2),
be installed at customer request. These systems, a configuration module, and a receiver processor
normally referred to as RNAV, gives the pilot the unit (RPU).
capability of navigating “point-to-point” within

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The control display unit contains a cathode ray tube The configuration module is connected to the
(CRT) which is the interface between the system FMC. It can be programmed by using the CDU
and operator. Data is displayed on the CRT and all for a particular airplane. After programming,
necessary controls for system operation are present it will retain that airplane’s configuration in its
on the CDU. memory. This fact enables any FMC to be installed
in the airplane and to operate correctly for that
particular program and airplane without further
programming.

A message light (MSG SX) on the pilot’s instrument

panel and the MSG key on the CDU will flash
when a new message concerning system operation
is available in the CDU. Two types of messages
are used to describe system and sensor operation.
Sensor messages describe the status of operation
of each navigation sensor used by the system.
System messages, generated by the FMC, describe
the systems operation and the operation of systems
which have inputs to the FMC.

A waypoint (WPT) light on the instrument panel

will illuminate to warn the pilot of an impending
Figure 16-33.   Control Display Unit crossing of a waypoint.

The flight management computer is the system’s A BATT light on the pilot’s instrument panel will
central computer. It accepts system inputs from illuminate to warn that a sensor is operating on its
the various sources and from the operator, and uses own internal battery. A sensor message BATTERY
the information to generate a composite airplane WARN will also be displayed on the message page
position. of the CDU.

The receiver processing unit is a composite of A DR light on the instrument panel illuminates to
a power supply, a standby battery, a rubidium warn that the RPU is in dead reckoning mode. A
frequency standard, a computer processor, and DR message will also be displayed on the CDU.
VLF COMM and OMEGA receivers. The RPU
computes position based on VLF and COMM The message (MSG SX) light will also illuminate
signals and transmits the data to the FMC, where it steadily when the VLF system is in cross track
is processed with other available data, to compute mode of operation, as a reminder of the selected
an airplane fix. mode.

The navigation data bank contains 25,000 waypoints Detailed and specific instructions are found in
such as VHF navaids, RNAV route waypoints, air- the Global GNS-1000 Operator’s Manual, Report
ports, outer markers, and airway intersections. This Number 1160, dated November 1, 1983 (Basic
information is accessed by the CDU. System); Revision 2, dated December 1, 1984,
(Phase II System); and Revision 3, dated 1 April
1985, (Phase III System with Airborne Flight Infor-
mation System (AFIS) or later revision, must be
immediately available to the flight crew whenever
navigation is predicated on the use of the GNS-
1000 Flight Management System.

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The GNS-1000 FMS Phase II installation includes ALPHA Key

external switch annunciators providing the pilot(s)
with status information pertaining to the navigation Enables the keyboard to be used to enter the 30
information supplied via NAV 1 and NAV 2. alphabetic characters and symbols.

ENTER Key
CDU Controls and Indicators
Inserts data shown under cursor into the computer
ON memory.
Energizes the system: The MSG light will come
on. The screen initially illuminates full bright after D Key
warmup of approximately 5 seconds. Used to make a DIRECT TO leg change. When
the key is pressed, a DIRECT TO page will be
OFF displayed.
Removes all power from system. To preclude
inadvertent shutoff, the OFF switch must be APCH and TUNE Keys
held depressed for approximately three seconds. Not functional at this time.
During this time, the CRT will display a SYSTEM
TURNING OFF message. NAV Key
BRT/DIM Switch Presents four pages of navigation data on the CRT
screen. Presentation is sequential from page one to
Regulates brightness of the display illumination. page four. Each press of the key advances the page
by one. The following describes the data displayed:
MSG Key and Light
The message key and message light (MSG SX) NAV Page 1
will flash to alert the pilot to a change in system FR: from the waypoint identifier and the time of
status. Pressing the message key will display the departure or time overhead. (This line can also
desired message page on the CRT. If there are display DIRECT and PSEUDO VORTAC.)
multiple messages, the new message is indicated
by a flashing asterisk. If the message directs an TO: to the waypoint identifier and ETA
action, the MSG light will remain on steady until
the action is completed. DIS: distance in nautical miles from present
position to the TO waypoint (based on current
DATA Keyboard groundspeed)
The numbers 0 to 9 are entered by means of the BRG: bearing in degrees from present position to
data keyboard. In conjunction with the ALPHA the TO waypoint.
key, the 30 alphabetic characters and symbols may
be entered. DTK: desired track in degrees from present position
to the TO waypoint.
HOLD Key
Used for entering the primary navigation mode and AUTO or MAN: displays indicating the leg change
for position updates and verification. mode (MAN must be manually selected or AUTO
will be automatically selected.)
BACK Key
NAV Page 2
Used to erase entry errors and, when the cursor is
not displayed, to page backwards through sections. FR: same as NAV Page 1
Can be used to generate a prompt message in
certain fields. TO: same as NAV Page 1

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TAS: true airspeed in knots input from air data contain information concerning the VLF OMEGA
computer (May be input manually; MAN will be sensor and various navigation sensors which
displayed.) may be interfaced with the flight management
computer. Examples of data provided include:
HDG: heading input from airplane compass system position, actual position computed by a specified
(May be input manually; MAN will be displayed.) sensor, the difference in computed position of a
specific sensor and the FMC computed composite
GS: groundspeed in knots position, the quality factor indicating reliability
of position data from the RPU, DR information,
TK: track angle number of COMM and OMEGA stations received
and used, and individual station reception status
WIND: wind direction in degrees (TRUE) and and information.
speed in knots
The PLAN page accesses the planning section
NAV Page 3 which contains the Fuel Status page, the Trip Plan
page, and Plan page 3 which includes takeoff and
FR: same as NAV Page 1 landing times, and elapsed flight time. The fuel
computation system is not operational at this time.
TO: same as NAV Page 1
The FPL (flight plan list) page displays a list of
DRIFT: drift left or right in degrees flight plans stored in the nonvolatile memory. Nine
pages of data, at seven flight plans per page, are
VAR: magnetic variation in degrees; automatically available. The desired flight plan is accessed by
computed between latitudes of 70 ±00.0 degrees placing the cursor over the desired flight plan and
North and 60 ±00.0 degrees South (May be entered pressing the ENTER key. Each available flight plan
manually; in which case, manual variation will may contain up to 30 waypoints.
override automatic computation and MAN will be
displayed.) The cursor control keys (arrows pointing up
or down) are used to place the cursor over the
HEADWIND/TAILWIND: headwind or tailwind desired field on the CRT in order to enter or change
component in knots, automatically computed once information.
wind is valid

XTK: cross track distance in nautical miles left or NAV 1 Manual/NAV 1 Auto (NAV
right of the desired track 2 Manual/NAV 2 Auto) Switch
SXTK: selected cross track distance (Entered by
Annunciators (Phase II System)
the pilot to provide steering to an offset course NAV 1 Manual (NAV 2 Manual)—The FMS is
parallel to the desired track.) tuning only the blind channel (CHAN 3) and using
the active channel (CHAN 1) and preset channel
NAV Page 4 (CHAN 2) frequencies only when they are valid
(Figure 16-34).
IDENT: waypoint identifier of a fix to be overflown
for position update purposes NAV 1 Auto (NAV 2 Auto)—The VORTAC
Position Unit VPU automatically tunes the NAV
POS: current composite position computed by the unit (CHAN 1, 2, and 3).
FMC
Single Flight Director: NAV 1 Manual/NAV 1
Listing of interfaces/sensors: VLF 1, etc. Auto (NAV 2 Manual/NAV 2 Auto) switch
annunciator(s)—Push to select NAV 1 Auto (NAV
The Sensor Status pages may be accessed from 2 Auto) positions.
NAV page 4. The 4 pages appear serially and

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• With FD 2 coupled to the autopilot, NAV 2

autotune can be engaged only when the FMS
is selected on the copilot’s source controller
(EFIS), or NAV/HSI 1 is selected on the
copilot’s FD mode selector (mechanical).
• NAV 1 (NAV 2) autotune will automatically
disengage:
Figure 16-34.   NAV 1/NAV 2 MAN/AUTO ° If NAV 1 (NAV 2) is selected on the pilot’s
Tune Buttons navigation source selector

NOTE ° If (NAV 2) is selected on the copilot’s

navigation source selector when FD 2 is
• The navigation control head switch must be coupled to the autopilot
in the ON position. The HLD position for the
DME should not be used when the NAVX ° Any time NAV 1 (NAV 2) manual or
keyboard tuning is attempted
manual/NAVX auto switch annunciator is in
the NAVX auto position.
• NAV 1 or NAV 2 autotune cannot be engaged PITOT-STATIC SYSTEM
unless the FMS is selected for navigation:
The copilot’s mechanical HSI will always GENERAL
display navigation information from the The pitot-static system includes two pitot tubes,
NAV 2 primary frequency. four static vent ports, and an air data computer.
• NAV 1 (NAV 2) autotune will automatically
disengage: The pitot-static system supplies dynamic and static
air pressure for operation of the air data computer
• If NAV 1 (NAV 2) is selected on the pilot’s (ADC), Mach/airspeed indicator, altimeter, vertical
FS mode selector or EFIS source controller speed indicator, Mach/airspeed warning switch,
• Any time NAV 1 (NAV 2) manual or keyboard landing gear airspeed warning switch, and cabin
tuning is attempted differential pressure indicator (Figure 16-35)
Dual Flight Director: NAV 1 Manual/NAV 1
Auto (NAV 2 Manual/NAV 2 Auto) switch PITOT TUBES
annunciator(s)—Push to select NAV 1 Auto (NAV
2 Auto) positions. The pitot tubes are mounted on each lower side
of the fuselage nose (Figure 16-36). They provide
NOTE independent supplies as shown in Figure 16-35.
• The navigation control head switch must be Both pitot tubes are electrically heated. Pitot heat
in the ON position. The HLD position for the is controlled by a single PITOT & STATIC toggle
DME should not be used when the NAVX switch located in the ANTI ICE group on the pilot’s
manual/NAVX auto switch annunciator is in instrument panel (see Chapter 10 - “Ice and Rain
the NAVX auto position. Protection” for additional information).
• NAV 1 or NAV 2 autotune cannot be engaged
unless the FMS is selected for navigation: STATIC PORTS
• With FD 1 coupled to the autopilot, NAV 2 Upper and lower static vent ports are located on
autotune can be engaged only if NAV 1 is first each side of the fuselage below the aft cockpit
selected on the copilot’s source controller windows (Figure 16-37). Dual pickups are provided
(EFIS), or NAV/HSI 1 is selected on the to the pilot’s and copilot’s instruments from both
copilot’s FD mode selector (mechanical). sides of the airplane. The dual pickups are provided
to reduce sideslip effects on the static system.

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LEFT PITOT RIGHT PITOT
TUBE TUBE

ADC

MACH
MACH

IAS ALT IAS ALT

VSI VSI

CABIN
DIFFERENTIAL
PRESSURE
INDICATOR

MACH/IAS
WARN LDG GR
SW WARN
SW

UPPER LEFT UPPER RIGHT

STATIC PORT STATIC PORT

LOWER LEFT LOWER RIGHT

STATIC PORT STATIC PORT

LEGEND
PILOT'S PITOT COPILOT'S STATIC
COPILOT'S PITOT ELECTRICAL
PILOT'S STATIC

Figure 16-35.   Pitot-Static System

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STATIC DISCHARGE WICKS

A static electrical charge, commonly referred to as
“P” (precipitation) static, builds up on the surface
of an airplane while in flight and causes interfer-
ence in radio and avionics equipment operation.
The static wicks are installed on all trailing edges
(Figure 16-38) and dissipate the static electricity
in flight.

A total of 19 static wicks are installed on the

aircraft:
• Two—trailing edge of each aileron
Figure 16-36.   Pitot Tube
• Two—each wing trailing edge outboard of
the aileron
• One—each wingtip
• Two—trailing edge of the rudder
• One—top of the rudder
• One—the vertical fin
• One—aft-end of the tail cone
• Two—each elevator
NOTE
If any static wick is missing from a
moveable control surface (aileron, rud-
der, or elevator), it should be replaced
before flight to ensure proper control
Figure 16-37.   Static Ports surface balance.

All static ports are heated and controlled by the

PITOT & STATIC anti-ice switch.

The copilot’s altimeter is a barometric instrument.

Due to the low vibration levels in turbojet airplanes,
an electric motor with an eccentric shaft is attached
to the barometric altimeter to ensure its accuracy by
constantly vibrating it. It is powered by the RH ALT
circuit breaker on the left circuit-breaker panel.
This breaker is powered from the right crossover
bus.

AIR DATA COMPUTER

The air data computer (ADC) electrically drives
the pilot’s altimeter and provides input to the
flight director/autopilot system. Other equipment Figure 16-38.   Static Wicks (Typical)
supplied by the ADC and the data received vary,
depending on the installation of specific avionics
systems.

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16 AVIONICS
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

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QUESTIONS
1. If electrical power fails to the pilot’s altimeter:
A. It will cease operation.
B. The output from the ADC will fail, but
the altimeter will revert to a fail-safe
barometric operation.
C. The ADC will still drive the altimeter
providing emergency DC bus power is
available.
D. None of the above

2. If normal AC power is lost:

A. The pilot’s altimeter will continue to operate
normally.
B. The pilot’s and copilot’s IVSIs will cease
to operate.
C. The pilot’s airspeed indicator will fail, but
the left altimeter will continue to work.
D. The copilot’s altimeter will still function,
but may tend to operate erratically.

3. The temperature gage on the instrument panel:

A. Will still function if normal DC power is
lost since the probe self-generates power
to operate the gage.
B. Reads air temperature uncorrected for ram
rise and compressibility effects
C. Does not require any electrical power at
all to operate
D. Is labeled “OAT,” therefore no correction
need be applied to obtain OAT or true
temperature

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CHAPTER 17
OXYGEN SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 17-1

17 OXYGEN SYSTEM
GENERAL............................................................................................................................ 17-1
Oxygen Cylinder Assembly........................................................................................... 17-2
Pressure Gage................................................................................................................ 17-2
Controls......................................................................................................................... 17-2
Overboard Discharge Indicator..................................................................................... 17-2
Oxygen Masks............................................................................................................... 17-3
System Operation.......................................................................................................... 17-3
LIMITATIONS...................................................................................................................... 17-5
EMERGENCY/ABNORMAL.............................................................................................. 17-5
QUESTIONS........................................................................................................................ 17-6

ILLUSTRATIONS
Figure Title Page
17-1. Pressure Gage........................................................................................................ 17-2
17-2. Oxygen Selector.................................................................................................... 17-2
17-3. Overboard Discharge Indicator.............................................................................. 17-2
17-4. Crew Oxygen Mask............................................................................................... 17-3
17-5. Passenger Oxygen Mask........................................................................................ 17-3
17-6. Oxygen System...................................................................................................... 17-4

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INTENTIONALLY LEFT BLANK

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CHAPTER 17
OXYGEN SYSTEM

17 OXYGEN SYSTEM
INTRODUCTION
This chapter covers the oxygen system installed on the Citation S/II. Oxygen is supplied to the
crew and passengers during pressurization system malfunctions or whenever required.

GENERAL
The oxygen system consists of the crew and The system consists of an oxygen storage cylinder
passenger distribution systems. Oxygen is available with an integral shutoff valve and pressure regulator,
to the crew at all times and can be made available servicing fitting, crew and passenger masks,
to the passengers either automatically above a altitude pressure switch, overboard discharge disc,
predetermined cabin altitude or manually at and a control selector on the pilot’s console.
any altitude by a cockpit control. The system is
primarily intended to provide emergency oxygen
since a cabin altitude of 8,000 feet is normally
maintained by the pressurization system up to the
maximum certified altitude.

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OXYGEN CYLINDER CONTROLS

ASSEMBLY The oxygen selector on the pilot’s console (Figure
The oxygen cylinder installed in the tail cone 17-2) controls oxygen flow to the passengers
area of the fuselage immediately aft of the left or restricts it to crew use only. NORMAL,
tail cone access door may have a 22-cubic-foot or CREW ONLY, and MANUAL DROP positions
64-cubic-foot capacity. A shutoff valve and pressure mechanically actuate a control valve for distribution
regulator, located on the cylinder, control the flow as desired.
of oxygen to the distribution system. The shutoff
17 OXYGEN SYSTEM

valve is normally open; the regulator reduces line

pressure to 70 psi. The cylinder is serviced through
the filler port in the tail cone area with aviators’
breathing oxygen only (MIL-0-27210).

On airplanes -0001 through -0038 that have not

incorporated SB S550-35-1, the oxygen bottle is
installed in the right forward side of the fuselage
and serviced through a filler port on the right side Figure 17-2.   Oxygen Selector
of the nose compartment.
OVERBOARD DISCHARGE
PRESSURE GAGE INDICATOR
A direct-reading oxygen pressure gage is located A green overboard discharge indicator (disc) is
on the right side of the copilot’s instrument panel located aft of the tail cone access door on the left
(Figure 17-1). The gage reads cylinder pressure aft fuselage (Figure 17-3). The disc provides a
anytime the system is charged, regardless of the visual indication that an overpressure condition has
positions of the shutoff valve on the cylinder. The occurred in the oxygen cylinder and that the bottle
fully serviced system should read 1,600 to 1,800 is now empty. If the disc is ruptured, maintenance
psi.The system should be serviced anytime the must be performed before flight. On airplanes
gauge indicates out of the green arc. It must be -0001 through -0038 without SB S550-35-1
serviced if pressure drops below 400 psi, and the incorporated, the overboard discharge indicator
system must be purged if the bottle is allowed to (disc) is located directly below the nose baggage
deplete to empty. compartment door.

Figure 17-3.   Overboard Discharge Indicator

Figure 17-1.   Pressure Gage

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OXYGEN MASKS
The standard mask is supplied with the 22-cubic-
foot oxygen cylinder. An optional sweep-on mask is
supplied with the optional 64-cubic-foot cylinder.

The standard mask incorporates a microphone and

an oxygen regulator. The regulator has a control
for selection of diluter demand operation or 100%

17 OXYGEN SYSTEM
flow. It qualifies as a quick donning mask when
worn around the neck. It should be set to 100%.

The optional mask is a quick-donning mask with

an integral microphone and a regulator with three
positions. Selecting the EMER position on the
mask regulator makes pressure breathing possible
by providing a steady flow to the mask. In the
100% position, the user is assured oxygen is being
received when there is no apparent restriction
to breathing. The NORM position is for diluter
demand. Oxygen pressure in the mask is verified by
observing a green band in the transparent portion of
the supply line. The band indicates red if no oxygen
is present. The masks must be stowed in a retainer
just aft of each crewmember’s side window (Figure
17-4) to qualify as a quick donning mask. When Figure 17-5.   Passenger Oxygen Mask
using the mask with fumes or smoke present, select
the EMER position. SYSTEM OPERATION
With the OXYGEN selector in the NORMAL
position, low-pressure oxygen at 70 psi is available
to both crewmembers through outlets on the side
consoles and to the solenoid valve on the oxygen
selector (Figure 17-6).

The solenoid valve is normally spring loaded

closed, blocking flow to the passenger distribution
system. If cabin altitude exceeds 13,500 feet, an
altitude pressure switch energizes the solenoid
valve open. Oxygen flowing into the passenger
distribution system releases latches on the mask
compartment doors, allowing the doors to open and
the masks to fall out. If cabin pressure is restored to
normal valves, the solenoid valve is deenergized at
8,000 feet cabin altitude, shutting off oxygen flow
Figure 17-4.   Crew Oxygen Mask to the passengers.
Passenger masks (Figure 17-5) are stowed If DC power fails, the solenoid valve cannot route
in overhead containers and can be dropped oxygen to the passenger system. Placing the
automatically or manually. Oxygen does not flow OXYGEN selector in MANUAL DROP routes
to the mask until the lanyard is pulled. oxygen flow through the manual control valve,
dropping the masks as in normal operation.

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 17 OXYGEN SYSTEM
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CITATION S/II PILOT TRAINING MANUAL

28 VDC
COPILOT 5A
FACE MASK
ALTITUDE PRESSURE
SWITCH (14,500 FT)
FOR TRAINING PURPOSES ONLY

SHUTTLE
VALVE
CHECK
VALVE PRESSURE
OXYGEN REGULATOR
GAUGE

OVERHEAD OXYGEN
FLOW FUSES OXYGEN
DROP BOXES BOTTLE
BULKHEAD SHUTOFF VALVE

OVERBOARD
FILLER VALVE & DISCHARGE
PROTECTIVE CAP INDICATOR

PILOT
FACE MASK
TO ALTITUDE
PRESSURE SWITCH

OVERHEAD
DROP BOX
TO ADDITIONAL
OVERHEAD BOXES

SOLENOID

REGULATED
OXYGEN
Revision 0.5

Figure 17-6.   Oxygen System

 CITATION S/II PILOT TRAINING MANUAL

The CREW ONLY position of the selector blocks

flow at the oxygen control valve, shutting off all
flow to the passengers. In this position, only the
crew has oxygen.
WARNING

No smoking is permitted when using

oxygen. Oil, grease, soap, lipstick, lip

17 OXYGEN SYSTEM
balm, and other fatty materials consti-
tute a serious fire hazard when in con-
tact with oxygen.

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved AFM.

EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.

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QUESTIONS
1. The cockpit oxygen pressure gage reads: 5. If the oxygen selector is placed in CREW
A. The oxygen pressure which is present at ONLY:
the crew masks. A. The passenger masks cannot be dropped
B. Electrically derived system low pressure. automatically.
C. Bottle pressure. B. The passenger masks will not deploy
D. Electrically derived system high pressure. automatically, but they can still be dropped
manually.
17 OXYGEN SYSTEM

2. Passenger masks are automatically dropped C. The passengers will still receive oxygen if
when the: the cabin altitude is above 8,000 feet.
D. Normal DC power is removed from the
A. Oxygen selector is in NORMAL and cabin
passenger mask door actuators, thus
altitude exceeds 13,500 feet.
preventing them from dropping the masks.
B. Cabin altitude exceeds 13,500 feet,
regardless of oxygen selector position.
6. If normal DC power is lost with the oxygen
C. Oxygen selector is in MANUAL DROP, selector in NORMAL:
regardless of altitude.
A. The passenger masks will deploy
D. A and C
immediately, regardless of the cabin
altitude.
3. If DC power fails, placing the oxygen selector
B. The passenger masks cannot be dropped
in:
manually.
A. MANUAL DROP deploys the passenger C. The oxygen pressure gage on the copilot’s
masks, regardless of the cabin altitude. panel will be inoperative.
B. MANUAL DROP deploys the passenger D. Automatic dropping of the passenger
masks only if 13,500 feet cabin altitude is masks will not occur.
exceeded.
C. CREW ONLY does not restrict oxygen to
the crew only if the cabin altitude is above
13,500 feet.
D. Any of the three operating positions will
not route oxygen to the passengers—they
have their own oxygen.

4. The purpose of the altitude pressure switch is

to:
A. Bypass oxygen flow directly to the
passengers regardless of oxygen selector
position.
B. Open a solenoid at 13,500 feet cabin
altitude, allowing oxygen flow to the
passenger oxygen distribution system.
C. Close a solenoid valve at 13,500 feet
cabin altitude, stopping oxygen flow to
the passengers.
D. Restore cabin altitude to 8,000 feet so that
oxygen is not required.

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CHAPTER 18
WEIGHT AND BALANCE
CONTENTS
INTRODUCTION................................................................................................................ 18-1
GENERAL............................................................................................................................ 18-2
Weight............................................................................................................................ 18-2
Balance.......................................................................................................................... 18-2
Definitions..................................................................................................................... 18-2
Forms............................................................................................................................. 18-3
LIMITATIONS...................................................................................................................... 18-4

19 WEIGHT AND BALANCE

EMERGENCY/ABNORMAL.............................................................................................. 18-4
CITATION S550 WEIGHT-AND-BALANCE SAMPLE LOADING PROBLEM........... 18-13

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19 WEIGHT AND BALANCE

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ILLUSTRATIONS
Figure Title Page
18-1. Form 1663-1.......................................................................................................... 18-5
18-2. Form 1663-4B........................................................................................................ 18-6
18-3. Form 1663-5.......................................................................................................... 18-7
18-4. Form 1663-5B........................................................................................................ 18-8
18-5. Form 1663-3.......................................................................................................... 18-9
18-6. S550 Center-of-Gravity Envelope SNs 0001-0085
not incorporating SB550-11-1............................................................................ 18-10
18-7. S550 Center-of-Gravity Envelope SNs 0086 and on
and 0001-0085 incorporating SB550-11-1......................................................... 18-11

19 WEIGHT AND BALANCE

18-8. Form 1650........................................................................................................... 18-12
18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 1 of 5)....... 18-13
18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 2 of 5)....... 18-14
18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 3 of 5)....... 18-15
18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 4 of 5)....... 18-16
18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 5 of 5)....... 18-17

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19 WEIGHT AND BALANCE

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CHAPTER 19
WEIGHT AND BALANCE

19 WEIGHT AND BALANCE

INTRODUCTION
This chapter provides procedures for establishing the basic empty weight and moment of the
Citation V aircraft. It provides procedures for determining the weight and balance for flight. This
section describes items on the Weight and Balance Data Sheet, which is provided with the aircraft
as delivered from Cessna Aircraft Company.

WARNING
It is the responsibility of the pilot to make sure the aircraft is loaded properly. The aircraft must
be loaded so as to remain within the weight and balance limits prescribed in the Aircraft Flight
Manual (AFM) throughout the flight from takeoff to landing.

CAUTION
This manual presents data in both U.S. and metric units. Make sure that you use the appropriate
data in the weight-and-balance computations for your airplane.

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GENERAL This formula can be utilized to shift weight if the

CG is found to be out of limits. Use of this formula
avoids working the entire problem over again by
WEIGHT trial and error.
Airplane maximum weights are predicated on
structural strength. It is necessary to ensure that Weight Addition or Removal
the airplane is loaded within the various weight If weight is to be added or removed after a weight
restrictions to maintain structural integrity. and balance has been computed, a simple formula
can be used to the shift in the center of gravity.
BALANCE
Weight added
Balance, or the location of the center of gravity (or removed) Distance CG is shifted
(CG), deals with airplane stability. The horizontal New total weight = Distance between the weight
stabilizer must be capable of providing an arm and the old CG arm
equalizing moment to that which is produced by
the remainder of the airplane. If it is desired to find the weight change needed to
accomplish a particular CG change, the formula
Since the amount of lift produced by the horizon­tal can be adapted as follows:
stabilizer is limited, the range of move­ment of the
19 WEIGHT AND BALANCE

CG is restricted so that proper air­plane stability is Weight to be added

maintained. (or removed) Distance CG is shifted
Old total weight = Distance between the weight
Stability increases as the CG moves forward. If arm and the new CG arm
the CG is located out of limits too far forward, the
airplane may become so stable that it cannot be
rotated at the proper speed or flared for landing. DEFINITIONS
Manufacturer’s Empty Weight—Weight of
The aft of limits CG situation is considerably worse structure, powerplants, furnishings, systems, and
because the stability decreases. Here the horizontal other items of equipment that are an integral part
stabilizer may not have enough nosedown elevator of a particular configuration.
travel to counteract a nose-up pitching movement.
This will eventual­ly lead to a stall followed by a Standard Empty Weight—Manufacturer’s empty
spin. weight plus standard items.

Basic Formula Standard Items—Equipment and fluids not an

integral part of a particular airplane and not a
Weight x Arm = Moment variation for the same type of airplane. These items
may include, but are not limited to, the following:
This is the basic formula upon which all weight and
balance calculations are based. Remember that the a. Unusable fuel
arm or CG location can be found by adapting the b. Engine oil
formula as follows: c. Toilet fluid
Arm = Moment d. Serviced fire extinguisher
Weight
e. All hydraulic fluid
Weight Shift Formula f. Trapped fuel

Weight Shifted Distance CG is shifted (x)

=
Total Weight Distance weight is shifted

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Basic Empty Weight—Standard empty weight depicted in the example, the form appropriate to
plus installed optional equipment. that configuration will be found in the AFM. A
sample loading problem follows and is illustrated
Operational Takeoff Weight—Maximum in Figure 18-9.
authorized weight for takeoff. It is subject to
airport, operational, and related restrictions. This
is the weight at the start of the takeoff run and must Form 1663-1
not exceed maximum design takeoff weight. The airplane weight, CG arm, and moment (divided
by 100) are all listed at the bottom of this form as
Operational Landing Weight—Maximum the airplane is delivered from the factory. Ensure
authorized weight for landing. It is subject to that the basic empty weight s listed are current and
airport, operational, and related restrictions. It have not been amended.
must not exceed maximum design landing weight.

Useful Load—Difference between maximum Form 1663-4B

design taxi weight and basic empty weight. It The tables already have computed moments/100 for
includes payload, usable fuel, and other usable weights in various seating locations in the airplane.
fluids not included as operational items.

Usable Fuel—Fuel available for airplane Forms 1663-5 and 1663-5B

19 WEIGHT AND BALANCE

propulsion.
Notice in the cabinet and cargo compartments
tables that the last weight that a moment/100 is
Unusable Fuel—Fuel remaining after a fuel
listed for under the nose compartment column is
runout test has been completed in accordance with
350 lbs. This corresponds to the placarded limit
governmental regulations. It includes draining
in that compartment. Remember that this limit is
unusable fuel plus unusable portion of trapped fuel.
structural in nature. It is based on the maximum
weight that the flooring in that area can support.
Trapped Fuel—Fuel remaining when the airplane
is defueled by normal means using the procedures
This same point applies to the aft cabin and tail
and attitudes specified for draining the tanks.
cone compartments as well.
Actual Zero Fuel Weight—Basic empty weight
plus payload. It must not exceed maximum design Form 1663-3
zero fuel weight.
All of the tables have arms listed for the various
Payload—Maximum design zero fuel weight locations except the fuel table. Notice that the arm
minus basic empty weight. This is the weight varies depending on the quantity of usable fuel.
available for crew, passengers baggage, and cargo.
FSI Center-of-Gravity Envelope
MAC—Mean Aerodynamic Chord. The chord of
an imaginary airfoil which, throughout the flight After summing all the weights and moments, it is
range, will have the same force vectors as those necessary to determine whether the CG is within
of the wing. allowable limits.

This graph represents the allowable CG moment

FORMS envelope. There are two ways to read this graph.
The moment/100 can be plotted against the weight
The Cessna Weight and Balance forms can be found
and it can be determined whether or not the load is
in an airplane’s approved AFM, and examples of
acceptable. However, this method is difficult to plot
the forms are included in Figures 18-1 through
accurately due to the rather small angle at which
18-8 at the end of this section. If the airplane has
these lines intersect.
a different seating configuration from the one

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Another way to plot the location of the CG on the

graph is to determine the CG location in inches aft of
LIMITATIONS
datum, then plot it against the weight. To determine
For specific limitations, refer to the FAA-approved
the CG arm, the total moment (moment/100 x 100)
AFM.
is divided by the total airplane weight. This method
is more accurate due to the relatively large angle at
which the lines intersect.
EMERGENCY/
Weight-and-Balance Worksheet ABNORMAL
A step-by-step process is outlined for determining For specific information on emergency/abnormal
weight and CG limits by this form. The payload procedures, refer to the appropriate checklist or
computations are made in the left column, while FAA-approved AFM.
the rest of the computations are done in the right
column.

Form 1650
The Weight and Balance Record amends the
Airplane Weighting Form—1663-1. After delivery,
19 WEIGHT AND BALANCE

if a service bulletin is applied to the airplane or if

equipment is removed or added that would affect
the CG or basic empty weight, it must be recorded
on this form in the AFM. The crew must always
have access to the current airplane basic weight
and moment in order to be able to perform weight
and balance computations.

Weight
Weight limiting conditions for takeoff are:
1. Maximum certificated takeoff weight—always
limiting
2. Climb requirements
3. Runway length
4. Obstacle clearance
5. Landing requirements at the destination

Weight limiting conditions for landing are:

1. Maximum certificated landing weight—again,
always limiting.
2. Climb requirements or brake energy limits
3. Landing distance—not usually limiting
4. Takeoff field length requirements to depart
again

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MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
SERIAL NUMBER REGISTRATION NUMBER DATE
REFERENCE
DATUM AIRPLANE WEIGHING FORM
250
261.56 MAC
80 98
FS 94 00 FS 206 00
200
WATER LINE (WL) — INCHES

150

100
NOSE JACK POINT WING JACK POINT
(FS 93 70)
221.80
(FS 315 50) NOTE
50 IT IS THE RESPONSIBILITY OF THE
218.20 OPERATOR TO ENSURE THAT THE
300.21 AIRPLANE IS LOADED PROPERLY
315.50
0

19 WEIGHT AND BALANCE

0 50 100 150 200 250 300 350 400 450 500 550 600
FUSELAGE STATION (FS) — INCHES

LOCATING CG WITH AIRPLANE ON LANDING GEAR

FORMULA for Longitudinal CG
218.20 X (Nose Landing
CG Arm of Inches
Gear Net Weight) ( )
= 300.21 – = ( ) Aft of
Airplane Nose and Main Landing Gear
Weight Totaled ( )
Datum LEVELING PROVISIONS
LONGITUDINAL—INBOARD SEAT TRACKS
LOCATING CG WITH AIRPLANE ON JACK PADS CENTER LEVEL OVER FS 206.00
LATERAL—INBOARD SEAT TRACKS
FORMULA for Longitudinal CG
AT FS 206.00
221.80 X (Nose Jack Point
CG Arm of Inches
Net Weight) ( )
= 315.15 – = ( ) Aft of
Airplane Nose and Wing Jack Point Datum
Weight Totaled ( )

AIRPLANE AS WEIGHED TABLE

POSITION SCALE READING SCALE DRIFT TARE NET WEIGHT
LOCATING PERCENT MAC
LEFT WING
FORMULA for Percent MAC
RIGHT WING
(GC Arm of Airplane) – 261.56
CG Arm of MAC = NOSE
0.8098
AIRPLANE TOTAL AS WEIGHED

BASIC EMPTY WEIGHT AND CENTER-OF-GRAVITY TABLE

WEIGHT CG ARM MOMENT
ITEM (POUNDS) (INCHES) (INCH-POUNDS/100)
AIRPLANE (CALCULATED OR AS WEIGHED)
(INCLUDES ALL UNDRAINABLE FLUIDS AND FULL OIL)
DRAINABLE UNUSABLE FUEL AT 6.75 POUNDS PER GALLON 60.00 285.50 171.30

BASIC EMPTY WEIGHT

CESSNA AIRCRAFT COMPANY, AIRCRAFT DIVISION, P.O. BOX 7704, WICHITA, KANSAS 67277
FORM NUMBER 1663-1, 2 July 1984

Figure 18-1.   Form 1663-1

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MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
SERIAL NUMBER REGISTRATION NUMBER DATE

CREW AND PASSENGERS COMPARTMENTS

WEIGHT AND MOMENT TABLES
OPTION 2 AND OPTION 5*
CREW AND PASSENGER CREW AND PASSENGER
MOMENT/100 MOMENT ARMS
AFT
SEAT 1 OR 2 SEAT 5 OR SEAT 7 OR SEAT 9 OR FLUSHING
SEAT 2 SEAT 3 SEAT 4 SEAT 6 SEAT 8 SEAT 10 TOILET
WEIGHT ARM = ARM = ARM = ARM = ARM = ARM = ARM =
(POUNDS) FS 131.00 FS 216.00 FS 210.00 FS 256.00 FS 288.00 FS 170.00 FS 325.00

50 65.50 108.00 105.00 128.00 144.00 85.00 162.50

60 78.60 129.60 126.00 153.60 172.80 102.00 195.00
70 91.70 151.20 147.00 179.20 201.60 119.00 227.50
80 104.80 172.80 168.00 204.80 230.40 136.00 260.00 1 2
90 117.90 194.40 189.00 230.40 259.20 153.00 292.50 FS 131.00
100 131.00 216.00 210.00 256.00 288.00 170.00 325.00
110 144.10 237.60 231.00 281.60 316.80 187.00 357.50
19 WEIGHT AND BALANCE

120 157.20 259.20 252.00 307.20 345.60 204.00 390.00

130 170.30 280.80 273.00 332.80 374.40 221.00 422.50
140 183.40 302.40 294.00 358.40 403.20 238.00 455.00 FS 170.00 9 10
150 196.50 324.00 315.00 384.00 432.00 255.00 487.50
160 209.60 345.60 336.00 409.60 460.80 272.00 520.00
170 222.70 367.20 357.00 435.20 489.60 289.00 552.50
180 235.80 388.80 378.00 460.80 518.40 306.00 FS 210.00 4
190 248.90 410.40 399.00 486.40 547.20 323.00 3
200 262.00 432.00 420.00 512.00 576.00 340.00 FS 216.00
210 275.10 453.60 441.00 537.60 604.80 357.00
220 288.20 475.20 462.00 563.20 633.60 374.00
230 301.30 496.80 483.00 588.80 662.40 391.00
240 314.40 518.40 504.00 614.40 691.20 408.00 FS 256.00 5 6
250 327.50 540.00 525.00 640.00 720.00 425.00
260 340.60 561.60 546.00 665.60 748.80 442.00
270 353.70 583.20 567.00 691.20 777.60 459.00
280 365.80 604.80 588.00 716.80 806.40 476.00 FS 288.00 7 8
290 379.90 626.40 609.00 742.40 835.20 493.00
300 393.00 648.00 630.00 768.00 864.00 510.00
310 406.10 669.60 651.00 793.60 892.80 527.00
320 419.20 691.20 672.00 819.20 921.60 544.00
330 432.30 712.80 693.00 844.80 960.40 561.00 FS 325.00 T
340 445.40 734.40 714.00 870.40 979.20 578.00
*FS 338.00

FS 414.00

*NOTE: WIDE DOOR OPTION 5 SEAT ARRANGEMENT IS

THE SAME AS OPTION 2 SEAT ARRANGEMENT
FS 442.00
EXCEPT SEAT 9 IS REPLACED WITH A 16-INCH
CLOSET.

FORM NUMBER 1663-4B, 2 March 1984

Figure 18-2.   Form 1663-4B

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MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
SERIAL NUMBER REGISTRATION NUMBER DATE

BAGGAGE AND CABINET COMPARTMENTS

WEIGHT AND MOMENT TABLES
AIRPLANES -0627 AND ON
BAGGAGE COMPARTMENT CONTENTS AFT VANITY CABINET
MOMENT/100 MOMENT/100
WEIGHT
NOSE CABIN COMPARTMENT TAILCONE COMPARTMENT (POUNDS) ARM = FS 325.00
WEIGHT COMPARTMENT
(POUNDS) ARM = ARM = ARM = ARM = ARM =
FS 74.00 FS 321.00 FS 338.00 FS 414.00 FS 442.00 5 16.25
10 32.50
20 14.80 64.20 67.60 82.80 88.40 15 48.75
40 29.60 128.40 135.20 165.60 176.80 20 65.00
60 44.40 192.60 202.80 248.40 265.20 25 81.25
80 59.20 256.80 270.40 331.20 353.60 30 97.50
100 74.00 321.00 338.00 414.00 442.00 35 113.75
120 88.80 385.20 405.60 496.80 530.40 40 130.00
140 103.60 449.40 473.20 579.60 618.80 45 146.25
160 118.40 513.60 540.80 662.40 707.20 50 162.50
180 133.20 577.80 608.40 745.20 795.60 55 178.75
200 148.00 642.00 676.00 828.00 884.00 60 195.00
220 162.80 706.20 910.80 65 211.25
240 177.60 770.40 993.60
260 192.40 834.60 1076.40
280 207.20 898.80 1159.20

19 WEIGHT AND BALANCE

300 222.00 963.00 1242.00
320 236.80 1027.20
340 251.60 1091.40
350 258.00 1123.50
360 1155.60
380 1219.80
400 1284.00

MIDSHIP CABINET CONTENTS SURFACE ANTI-ICING FLUID 28-INCH REFRESHMENT CENTER

MOMENT/100 MOMENT/100 WEIGHT MOMENT/100
WEIGHT (POUNDS) ARM = FS 155.00
REFRESHMENT REFRESHMENT
(POUNDS) VOLUME WEIGHT
CENTER CENTER 10 15.50
ARM = FS 231.72 (GALLONS) (POUNDS) ARM = FS 231.72
20 31.00
5 11.60 ARM= FS 57.00 30 46.50
10 23.20 1.5 13.70 7.81 40 62.00
15 34.80 2.0 18.26 10.41 50 77.50
20 46.30 3.0 27.39 15.61 60 93.00
25 57.90 4.0 36.52 20.82 70 108.50
30 69.50 5.0 45.65 26.02 80 124.00
35 81.10 6.0 54.78 31.22 90 139.50
40 92.70 7.0 63.91 36.43 100 155.00

LEFT OR RIGHT 16-INCH REFRESHMENT

CENTER CLOSET CONTENTS LEFT OR RIGHT 8-INCH REFRESHMENT
CENTER CLOSET CONTENTS
MOMENT/100
WHEN INSTALLED MOMENT/100
FORWARD WITH FORWARD
COMPARTMENT 8-INCH CLOSET WHEN INSTALLED WHEN INSTALLED
OR REFRESHMENT FORWARD WITH FORWARD WITH FORWARD
WEIGHT CENTER 8-INCH CLOSET 16-INCH CLOSET
COMPARTMENT
(POUNDS) WEIGHT OR REFRESHMENT OR REFRESHMENT
ARM = FS 160.00 ARM = FS 168.00 (POUNDS) CENTER CENTER

10 16.00 16.80 ARM = FS 156.00 ARM = FS 164.00 ARM = FS 172.00

20 32.00 33.60
30 48.00 50.40 5 7.80 8.20 8.60
40 64.00 67.20 10 15.60 16.40 17.20
50 80.00 84.00 15 23.40 24.60 25.80
60 96.00 100.80 20 31.20 32.80 34.40
70 112.00 117.60 25 39.00 41.00 43.00
80 128.00 134.40 30 46.80 49.20 51.60
90 144.00 151.20 35 54.60 57.40 60.20
100 160.00 168.00 40 62.40 65.60 68.80

FORM NUMBER 1663-5, 11 November 1990

Figure 18-3.   Form 1663-5

Revision 0.5 FOR TRAINING PURPOSES ONLY 18-7

 CITATION S/II PILOT TRAINING MANUAL

MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
SERIAL NUMBER REGISTRATION NUMBER DATE
BAGGAGE AND CABINET COMPARTMENTS
WEIGHT AND MOMENT TABLES
AIRPLANES -0001THRU -0160 INCORPORATING SB S550-30-15
BAGGAGE COMPARTMENT CONTENTS AFT VANITY CABINET
MOMENT/100 MOMENT/100
WEIGHT
NOSE CABIN COMPARTMENT TAILCONE COMPARTMENT (POUNDS) ARM = FS 325.00
WEIGHT COMPARTMENT
(POUNDS) ARM = ARM = ARM = ARM = ARM =
FS 74.00 FS 321.00 FS 338.00 FS 414.00 FS 442.00 5 16.25
10 32.50
20 14.80 64.20 67.60 82.80 88.40 15 48.75
40 29.60 128.40 135.20 165.60 176.80
20 65.00
60 44.40 192.60 202.80 248.40 265.20
25 81.25
80 59.20 256.80 270.40 331.20 353.60
30 97.50
100 74.00 321.00 338.00 414.00 442.00
35 113.75
120 88.80 385.20 405.60 496.80 530.40
140 40 130.00
103.60 449.40 473.20 579.60 618.80
160 118.40 513.60 540.80 662.40 707.20 45 146.25
180 133.20 577.80 608.40 745.20 795.60 50 162.50
200 148.00 642.00 676.00 828.00 884.00 55 178.75
220 162.80 706.20 910.80 60 195.00
240 177.60 770.40 993.60 65 211.25
260 192.40 834.60 1076.40
280 207.20 898.80 1159.20
300 222.00 963.00 1242.00
19 WEIGHT AND BALANCE

320 236.80 1027.20

340 244.20
350 1091.40
360 1123.50
380 1155.60
400 1219.80
1284.00

MIDSHIP CABINET CONTENTS SURFACE ANTI-ICING FLUID 28-INCH REFRESHMENT CENTER

MOMENT/100 MOMENT/100 WEIGHT MOMENT/100
WEIGHT (POUNDS) ARM = FS 155.00
REFRESHMENT REFRESHMENT
(POUNDS) VOLUME WEIGHT
CENTER CENTER 10 15.50
ARM = FS 231.72 (GALLONS) (POUNDS) ARM = FS 231.72
20 31.00
5 11.60 ARM= FS 57.00 30 46.50
10 23.20 1.5 13.70 7.81 40 62.00
15 34.80 2.0 18.26 10.41 50 77.50
20 46.30 3.0 27.39 15.61 60 93.00
25 57.90 4.0 36.52 20.82 70 108.50
30 69.50 5.0 45.65 26.02 80 124.00
35 81.10 6.0 54.78 31.22 90 139.50
40 92.70 7.0 63.91 36.43 100 155.00
8.0 73.04 42.28
8.5 77.61 44.92

LEFT OR RIGHT 16-INCH REFRESHMENT

CENTER CLOSET CONTENTS LEFT OR RIGHT 8-INCH REFRESHMENT
CENTER CLOSET CONTENTS
MOMENT/100
WHEN INSTALLED MOMENT/100
FORWARD WITH FORWARD
COMPARTMENT 8-INCH CLOSET WHEN INSTALLED WHEN INSTALLED
OR REFRESHMENT FORWARD WITH FORWARD WITH FORWARD
WEIGHT CENTER 8-INCH CLOSET 16-INCH CLOSET
COMPARTMENT
(POUNDS) WEIGHT OR REFRESHMENT OR REFRESHMENT
ARM = FS 160.00 ARM = FS 168.00 (POUNDS) CENTER CENTER

10 16.00 16.80 ARM = FS 156.00 ARM = FS 164.00 ARM = FS 172.00

20 32.00 33.60
30 48.00 50.40 5 7.80 8.20 8.60
40 64.00 67.20 10 15.60 16.40 17.20
50 80.00 84.00 15 23.40 24.60 25.80
60 96.00 100.80 20 31.20 32.80 34.40
70 112.00 117.60 25 39.00 41.00 43.00
80 128.00 134.40 30 46.80 49.20 51.60
90 144.00 151.20 35 54.60 57.40 60.20
100 160.00 168.00 40 62.40 65.60 68.80
FORM NUMBER 1663-5B, 11 November 1990

Figure 18-4.   Form 1663-5B

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 CITATION S/II PILOT TRAINING MANUAL

MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
SERIAL NUMBER REGISTRATION NUMBER DATE

FUEL LOADING WEIGHT AND MOMENT TABLES

MOMENT/100
WEIGHT
ARM VARIES
(POUNDS)
(INCH-POUNDS)
200 570.00
300 850.05
400 1128.40
500 1406.50
600 1684.20
700 1960.70
800 2237.20
900 2514.15
1000 2790.80
1100 3068.12
1200 3346.20
1300 3624.66
1400 3902.64
1500 4181.70
1600 4460.80

19 WEIGHT AND BALANCE

1700 4739.94
1800 5020.20
1900 5300.50
2000 5580.00
2100 5860.05
2200 6140.20
2300 6420.45
2400 6700.80
2500 6981.25
2600 7261.80
2700 7542.45
2800 7823.20
2900 8104.05
3000 8385.00
3100 8666.05
3200 8947.20
3300 9228.45
3400 9509.80
3500 9793.00
3600 10076.40
3700 10360.00
3800 10645.70
3900 10929.75
4000 11218.00
4100 11504.60
4200 11792.76
4300 12080.85
4400 12368.40
4500 12656.25
4600 12946.70
4700 13235.20
4800 13524.00
4900 13810.65
5000 14100.00
5100 14389.65
5200 14677.00
5300 14964.55
5400 15252.30
5500 15541.35
5600 15816.64
5700 16104.21
5800 16392.54
5900 16680.46

Figure 18-5.   Form 1663-3

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 CITATION S/II PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 18-6.   S550 Center-of-Gravity Envelope SNs 0001-0085

not incorporating SB550-11-1

FOR TRAINING PURPOSES ONLY

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19 WEIGHT AND BALANCE

Figure 18-7.   S550 Center-of-Gravity Envelope SNs 0086 and on

and 0001-0085 incorporating SB550-11-1

FOR TRAINING PURPOSES ONLY

Revision 0.5 FOR TRAINING PURPOSES ONLY 18-11
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MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
WEIGHT AND BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE MODIFICATION
OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)

WEIGHT CHANGE BASIC

DATE ITEM DESCRIPTION OF EMPTY
STRUCTURE ADDED (+) REMOVED (–) WEIGHT
MODIFICATION
IN OUT OR EQUIPMENT WEIGHT ARM MOMENT WEIGHT ARM MOMENT WEIGHT MOMENT
(POUNDS (INCHES) /100 (POUNDS) (INCHES) /100 (POUNDS) /100
19 WEIGHT AND BALANCE

Figure 18-8.   Form 1650

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CITATION S550 WEIGHT-AND-BALANCE

SAMPLE LOADING PROBLEM
The Weight-and-Balance Worksheet illustrated below was developed by FlightSafety. The worksheet
provides a simple and logical method for pilots to use to calculate weight and balance for each flight.

1.5 Gallon TKS 2 Calculate Zero Fuel Weight, Moment and CG

Tank Size Weight MOM/100 Item Weight MOM/100
Large Tank (8.5 Gal) Basic Empty Weight
Small Tank (7.0 Gal) or
Basic Operating Weight
– 1.5 Gallon TKS
+Payload
Zero Fuel Weight *
1 Calculate Payload Weight and Moment ZFW MOM
X 100 = ZFW CG
Zero Fuel Weight
Item Arm Weight MOM/100
Pilot
3 Calculate Fuel Load and RampWeight

19 WEIGHT AND BALANCE

Copilot
4
Seat__ Item Weight Calculate
Seat__ Zero Fuel Weight * Takeoff Fuel
Seat__ + TKS Fluid Total Fuel
O X X O X X O X X O X X O X X O X X O X X O X X O X X O X X O

+ Flight Fuel
O X X O X X O X X

X X O X X O X X O X X
Seat__
+ Reserve Fuel – Taxi Fuel
X X

Seat__
O X X O X X O X X O X X O X X O X X O X X O X X O X X O X X O

Ramp Weight
Takeoff Fuel
Seat__
5 Calculate Takeoff Weight,
Seat__
Moment and CG
Seat__
Item Weight MOM/100
Toilet
Zero Fuel Weight *
Nose
+TKS Fluid
Cabin + Takeoff Wing Fuel
Takeoff Weight

Tailcone Takeoff MOM =

X 100 Takeoff CG
Takeoff Weight

Payload 6 Calculate Landing Weight

Item Weight
Zero Fuel Weight *
+TKS Fluid
+ Reserves
Full TKS Tank Landing Weight

Tank Size Weight MOM/100

7
Large Tank (8.5 Gal)
*See limitations
Small Tank (7.0 Gal) on reverse.

Figure 18-9.   Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 1 of 5)

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The first step in completing weight-and-balance computation is to determine the total weight
1
and moment of the payload. This is accomplished using the left portion of the worksheet.

The pilot and copilot always occupy seats 1 and 2.

Other passengers are seated according to the seating chart
provided by Cessna or based upon personal preference.
The Arms for each passenger and cargo location are determined
by referring to the loading charts provided by Cessna.

Passenger weights are entered based on the actual weights.

Average weights may also be used for each passenger.
The Moment for each passenger can be determined
by reference to the loading charts provided by Cessna
1 Calculate Payload Weight and Moment or by multiplying the weight times the Arm for each
passenger and item of cargo
Item Arm Weight MOM/100
Pilot
Copilot By convention, the moment is divided by 100.
This provides “shorter” numbers that fit in small
19 WEIGHT AND BALANCE

Seat__
Seat__
spaces. For example, the actual moment for
Seat 4 is 37,740 inch-pounds (220.00 in. x 170 lb.).
Seat__
Seat__
Seat__
Seat__
Seat__
Seat__
Toilet
Nose Items of cargo may be located in the nose
Cabin compartment, cabin or tailcone. There are
specific weight restrictions for each location.
Tailcone The loading charts indicate the maximum
weight that is allowed in each location.
Payload
Placement of cargo should not be done
haphazardly. Cargo should be secured
and located to provide the most favorable
center of gravity location.

The weights and moments of the pilots, passengers and cargo

are added to determine the total payload weight and moment.
The totals are then copied to the Weight-and-Balance Worksheet.
Figure 18-9.   Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 2 of 5)

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2 THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT

BASIC EMPTY WEIGHT

From the aircraft records copy the Basic Empty Weight (BEW)
and Moment in the space provided on the worksheet.
TKS
Input the weight of 1.5 gallon
id.

PAYLOAD
From the payload worksheet
copy the total payload weight
and moment onto the Payload 2 Calculate Zero Fuel Weight, Moment and CG
line in the spaces provided.
Item Weight MOM/100
ZERO FUEL WEIGHT Basic Empty Weight
Add the Basic Empty Weight or
and the Payload weight. This is Basic Operating Weight
the Zero Fuel Weight (ZFW). – 1.5 Gallon TKS
Enter the number in the space
+Payload
provided.
Zero Fuel Weight *
Add the moment of the empty

19 WEIGHT AND BALANCE

aircraft to the payload moment ZFW MOM
.and subtract the moment of the X 100 = ZFW CG
Zero Fuel Weight
1.5 gallon TKS. Enter the total in
the space provided.
3 Calculate Fuel Load and Ramp Weight
Divide the ZFW moment by the
zero fuel weight. The ZFW Arm Item Weight
must be within the aft boundary
Zero Fuel Weight *
of the envelope.
+ TKS Fluid
3
THE THIRD STEP IS TO ADD
O X X O X X O X X O X X O X X O X X O X X O X X O X X O X X O

+ Flight Fuel
O X X O X X O X X

X X O X X O X X O X X

THE TOTAL FUEL LOAD AND + Reserve Fuel

X X

FIND THE RAMP WEIGHT.

O X X O X X O X X O X X O X X O X X O X X O X X O X X O X X O

Ramp Weight
TOTAL TKS FLUID

space provided.
TOTAL FUEL LOAD
Enter the total fuel load in the
space provided.
RAMP WEIGHT
Add the zero fuel weight and
the total fuel load. The result is
the Ramp Weight.

Note:

to reduce the weight.

reduced.

Figure 18-9.   Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 3 of 5)

Revision 0.5 FOR TRAINING PURPOSES ONLY 18-15

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4 THE FOURTH STEP IS TO DETERMINE THE TAKEOFF WEIGHT, MOMENT

4
Calculate
Takeoff Fuel
Total Fuel

–Taxi Fuel

TAKEOFF FUEL Takeoff Fuel

Enter the takeoff fuel weight.
(Total Fuel Load minus 200 lb.)
5 Calculate Takeoff W
Moment and CG

Using the fuel loading chart Item Weight MOM/100

provided by Cessna, determine Zero Fuel Weight *
the moment for the takeoff fuel
weight. +TKS Fluid
TAKEOFF WEIGHT + Takeoff Wing Fuel
19 WEIGHT AND BALANCE

Add the takeoff fuel weight and Takeoff Weight

the zero fuel weight. The takeoff Takeoff MOM
weight must be less than the X 100 = Takeoff CG
Takeoff Weight
Add the takeoff fuel moment
and the zero fuel weight
moment.
5 Divide the takeoff moment by
the takeoff weight. The result is
the takeoff arm. The takeoff arm
must be within the envelope 6 Calculate Landing Weight
limits.
Item Weight
THE FIFTH STEP IS TO Zero Fuel Weight *
DETERMINE THE LANDING
WEIGHT. +TKS Fluid
+ Reserves
LANDING FUEL Landing Weight
Enter the projected landing fuel
in the space provided.
7 * See limitations
LANDING WEIGHT on reverse.
Add the landing fuel and the
zero fuel weight. The landing
weight must not exceed

Figure 18-9.   Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 4 of 5)

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Citation S550
16,000
MAXIMUM RAMP
15,300 LB
MAXIMUM RAMP
14,900 LB
15,000 MAXIMUM T/O
15,100 LB MAXIMUM T/O
14,700 LB
MAXIMUM LAND
14,000 14,400 LB MAXIMUM LAND
14,000 LB

13,000

12,000
POUNDS

STANDARD ZFW
11,200 LB OPTIONAL ZFW
11,000 11,000 LB

10,000
UNs 001 & ON UNs 001 THRU 085
WITH SB 11-1 WITH SB 11-1

9,000

19 WEIGHT AND BALANCE

8,000

7,000
274 276 278 280 282 284 286 288 290
INCHES

Weight Adjustment:
Wt Shifted CG Moved Inches
=
Total Weight Wt Shifted Inches

Weight Adjustment:

Original CG +/– Correction = Adjusted CG

Takeoff Weight Limitations Landing Weight Limitations

1. TFL < Runway Available 1. LFL < Runway Available

2. SE Climb capability > 1.6%, 2nd Segment 2. Climb capability > 2.1% SE
3. SE Cimb capability to clear any obstacle > 3.2% ME
in takeof 3. Brake energy limits
4. T
takeoff weight

landing weight at destination

Figure 18-9.   Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 5 of 5)

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19 WEIGHT AND BALANCE

INTENTIONALLY LEFT BLANK

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CHAPTER 19
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
INTRODUCTION................................................................................................................ 19-1
GENERAL............................................................................................................................ 19-2
FORMULAS......................................................................................................................... 19-2

ILLUSTRATIONS
Figure Title Page
19-1. Calculation of Takeoff Performance...................................................................... 19-3
19-2. Calculation of Landing Performance..................................................................... 19-4

19 FLIGHT PLANNING
AND PERFORMANCE

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19 FLIGHT PLANNING
AND PERFORMANCE

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CHAPTER 19
FLIGHT PLANNING AND
PERFORMANCE

INTRODUCTION

19 FLIGHT PLANNING
AND PERFORMANCE
Performance is calculated using a combination of charts and tables in the Aircraft Flight Manual
and the Aircraft Operating Manual. The takeoff and landing performance data is found in Section
IV—“Performance” and Section VII “Advisory” of the AFM. The climb, cruise, and descent
performance data is found in the Performance Manual.

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GENERAL Climb rate (feet per minute) =

Groundspeed x Gradient
This aircraft is certified under Part 25 which
governs the certification of transport category A simplified block diagram of the calculation of
airplanes. Keep in mind that the FAR Part 25 takeoff performance is illustrated in Figure 19-1.
performance requirements do not meet the A simplified block diagram of the calculation of
minimum requirements (3.3% or 200 ft/nm) of landing performance is illustrated in Figure 19-2.
the FAA “IFR Takeoff Flight Path”.

The maximum takeoff weight–pounds permitted by

climb requirements chart only guarantees second
segment climb performance, not any of the other
segments.

The following are the minimum climb gradients as

specified by FAR Part 25:

• 1st segment ................................ 0% gross

• 2nd segment ............................... 1.6% net
• 3rd segment ....................................... N/A
• Final segment ......................... 1.2% gross

NOTE
The gross climb gradient reduced by a
required factor and used for calculation
of take-off flight path.

FORMULAS
19 FLIGHT PLANNING
AND PERFORMANCE

Runway Slope =
Change in Elevation Between
Ends of the Runway (Rise)
X 100
Runway Length

Gradient (in %) =
Feet per NM
X 100
6076

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CALCULATE TAKEOFF PERFORMANCE

· Determine gross weight of aircraft for type of loading desired

· Obtain airport information (i.e. active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway
gradient (if applicable) and obstacles in the takeoff )
· Determine that the temperature is within the ambient temperature limits
· Determine crosswind/parallel wind component for active runway

YES Does calculated T/O weight

Recalculate performance exceed the max T/O permitted
at a lower aircraft weight by climb requirements?

Using the calculated T/O gross

weight, determine TOFL and
VSPEEDS for dry conditions

Correct for
Runway Gradient

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected
TOFL for Adverse
Runway Conditions

YES Available
Recalculate performance runway
at a lower aircraft weight LESS than
TOFL?
NO

19 FLIGHT PLANNING
Determine level-off

AND PERFORMANCE
altitude

YES Minimum climb

requirements?
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET NO
CLIMB GRADIENT – PERCENT

Climb NO
requirements Recalculate performance
met? at a lower aircraft weight

YES

Complete

Figure 19-1.   Calculation of Takeoff Performance

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CALCULATE LANDING PERFORMANCE

· Determine gross weight of aircraft at the time of arrival at the destination airport.
· Obtain airport information; i.e., active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.
· Determine crosswind/parallel wind component for active runway.
· Check the maximum landing weight permitted by approach requirements and the
brake energy limits.

YES Landing
Weight
Restricted?

Must burn off fuel prior NO

to landing

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected

adverse runway conditions

YES Avail. Runway

less than
required?

Must reduce the airplane NO

landing weight
19 FLIGHT PLANNING
AND PERFORMANCE

YES FAR 135

Operations?

Divide the landing NO

distance by 0.6

Determine the takeoff/go-around thrust setting using the approach climb and
landing climb gradient tables in the event that a go-around is necessary

Complete

Figure 19-2.   Calculation of Landing Performance

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APPENDIX A
ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 CHAPTER 10 CHAPTER 14
1. C 1. C 1. C 1. B
2. D 2. B 2. D 2. D
3. D 3. D 3. A 3. A
4. B 4. C 4. D 4. B
5. C 5. A 5. B 5. C
6. D 6. D 6. D 6. A
7. C 7. B 7. A 7. B
8. D 8. A 8. D 8. C
9. B 9. D 9. A 9. C
10. A 10. C 10. C
11. D CHAPTER 7 11. D 11. B
12. A 1. B 12. A 12. B
13. C 2. A 13. B 13. D
14. B 3. B 14. C 14. B
15. D 4. B 15. D 15. A
16. A 5. D 16. A 16. D
17. B 6. A 17. B 17. C
18. D 7. B 18. C
19. C 8. B CHAPTER 11
20. D 9. A 1. D CHAPTER 15
21. A 10. C 2. B 1. B
22. B 11. D 3. A 2. C
23. C 12. D 4. A 3. A
24. A 13. C 5. B 4. B
25. D 14. A 6. B 5. A
7. C 6. D
CHAPTER 3 CHAPTER 8 7. B
1. A 1. C CHAPTER 12 8. C
2. D 2. D 1. B 9. B
3. D 3. A 2. B 10. B
4. D 4. D 3. D 11. B
5. A 5. B 4. A 12. A
6. C 6. A 5. D
CHAPTER 16
CHAPTER 4 CHAPTER 9 CHAPTER 13 1. A
1. C 1. B 1. D 2. D
2. D 2. D 2. D 3. B
3. A 3. A 3. B
4. C 4. C CHAPTER 17
5. A 1. C
6. D 2. D
APPENDIX A
ANSWERS

7. C 3. A
8. B 4. B
9. D 5. A
10. B 6. D

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LEFT INTENTIONALLY BLANK

APPENDIX A
ANSWERS

APPA-2 FOR TRAINING PURPOSES ONLY Revision 0.5